US2284695A - Railway truck - Google Patents

Description

June 2, 1942.

.1. c. TRAVILLA, JR, ET AL 2,284,695

RAILWAY TRUCK Filed March 10, 1939 5 Sheets-Sheet l Illlll m v INVENTORS JAMES C. TRAVILLA JR.

EDWIN C. JACKSON ATTORNEY FIG.1.

June 1942- J. c. TRAVILLA, JR. ETAL 2,234,695

RAILWAY TRUCK Filed March 10, 1959 5 Sheets-Sheet 3 FIG. 7.

FIG. 9.

ma 3 s um WLA T W p aw m J I BY M ATTORNEY l" 4 J. c TRAVILLA, JR. arm. 2,234,695

RAILWAY mucx Filed Ma rch 10, 1939- 5 Sheets-Sheet 4 INVENTORS 1 JAMES C.TRAVILLA JR.

EDWIN C. JAGKSON 3 ATTORNEY June 2, 1942. .J, TRAWLL R; Em 2,284,695

' RAILWAY TRUCK INVENTORS JAMES C. TRAVILLA JR,

- EDWIN C JACKSON 6 BY. @7 M AT To RNEY Patented June 2, 1942 RAILWAY TRUCK James C. Travilla, Jr., University City, and Ed- I win 0. Jackson, Clayton, Mo., assignors to General Steel Castings Corporation, Granite City, 111., a corporation of Delaware Application March 10, 1939, Serial No. 260,916

10 Claims. (01. 105-190) The invention relates to railway rolling stock and more particularly to truck structure for use in passenger train vehicles.

The main object of the invention is to prevent rolling of the vehicle body to one side, or from.

side to side, due either to centrifugal forces exerted upon the vehicle body when the vehicle is rounding curved track, or due to other forces tending to tilt the body transversely of the track.

Stabilizers to prevent such rolling movement have been used previously in railway trucks, the stabilizers consisting of torque rods journaled on the truck frame and having arms at each end engaging the end portions of the truck bolster to keep the bolster in parallel relation with the truck frame at all times. plication of an overturning load, the bolster spring ,on theside of the truck which receives such a load would compress while the bolster spring on the other side would be relieved of some of its load, thereby tilting the bolster relative to the truck frame in a manner that tends to roll the car body a greater amount than when such stabilizers are used. If the truck is designed for lateral motion of the bolster relative to the frame, it is necessary to make provision in the stabilizer mechanism for such relativemovement. The present invention provides a stabilizing mechanism which will increase the stability of the car body as compared to the stability obtainedwith previous arrangements.

Another object of the invention is to provide means for tilting the bolster upwardly on the side of the truck toward which the bolster moves during lateral movement, and further, to provide a stabilizing mechanism extending transversely of the truck, which tilting means and mechanism will counteract the overturning effect of lateral forces transmitted tothe bolster from the car body and thereby reduce to a stabilizing mechanism utilizing levers extending transversely of the truck frame to effect the stabilizer action and to fulcrum these levers on that portion of the truck structure which moves laterally of the frame.

Otherwise during ap.

Another object of the invention is to utilize the stabilizing levers as means for spacing the truck springs and thereby eliminatethe necessity of a spring plank extending across the truck, although some forms of the invention may include a spring plank as part of the truck structure.

-Another object of the invention is to effect satisfactory use of coil springs for supporting a lateral motion bolster in railway truck structure, which is provided with a stabilizing mechanism between the bolster and the bolster spring seats,

without foregoing the advantages usually attributed to the heavierand more expensive el-' liptic spring in general use.

These and other detail objects of the invention are'attained inthe accompanying drawings in which- Figure 1 is a top view of a four wheel truck with lateral motion bolster and embodying a stabilizer structure. A portion of the bolster iseliminated at one side of the truck to more clearly illustrate the parts beneath the bolster.

Figure 2 is in part a side elevation of the truck and in part a longitudinal section and is taken on the line 2-4 of Figure l. V

Figure 3 is a vertical transverse section taken on the line 3--3 of Figure 1.

Figure 4 is a detail transverse section taken on the line 44 of Figure 3. e

Figure 5 corresponds generally to Figure 3,'but shows the parts in the position assumed when the bolster is at the extreme of one of its lateral movements. The figure also indicates one side of the truck framelowered due to the application of an overturning load and the forces tending to move the bolster laterally as illustrated.

Figure 6 corresponds generallyto Figure 3 but mately on the line B-8 of Figure 7.

Figure 9 is a detail transverse section on the line 9--9 of Figure 8.

Figure 10 is a side elevation of a truck embodying another form of the invention.

usual manner.

Figure 11 is a top view of the bolster and associated structure illustratedin Figure 10.

Figure 12 is a vertical transverse section taken on the line l2l2 of Figure 11.

Figure 13 is a detail vertical section taken on the line |3-|3 of Figure 12.

Figure 14 is a top view of the central portion of atruck embodying another form of the invention utilizing a double bolster and duplicate sets of stabilizers.

Figure 15 is in part a side elevation and in part a longitudinal section taken on the line l5l5 of Figure 14.

Figure 16 is a vertical transverse section, taken on the line 16-46 of Figure 14.

The truck shown in Figures 1 to 6 includes the usual wheels I, axles 2, journal boxes 3, longitudinal equalizers 4, carried on the boxes, equalizer springs 5, and a truck frame preferably consisting of a one piece casting and including wheel pieces 6 with depending pedestal legs 1, receiving journal boxes 3 between them, transverse transoms 8, end rails 9 and other elements not specified in detail. Swing hangers I are pivotally suspended from the end portions of transoms 8 by pins H and the lower ends of hangers 10 at each side of the truck support cross bars l2. All of the above mentioned parts are of familiar construction.

Cross stabilizers l3 and I4 extend between bars 12, the outer end of each stabilizerresting upon one of the bars I! and the inner ends of the stabilizers being pivotally connected by vertical links l and pins l6. Each stabilizer is of triangular shape, viewed from above, with its 'wide outer end forming a-seat S for one of theelliptic bolster springs H.

A truck bolster H! of inverted U shape is carried by springs l1 and its side walls include depending lugs l9 intermediate the center of the bolster and hanger bars 12. Each stabilizer l3 and I4 isfulcrumed on a pair of lugs l9 by a pin 20. Preferably, spring seats S are fitted with rubber pads 2| and rubber pads 22 mount the bolster on springs IT. The outer ends of the bolster are provided with rubber pads 23 disposed to abut the inner faces of wheel pieces B to limit the lateral movement of the bolster when hangers l0 swing on their pivots. The vehicle body bolster 24 (Fig. 3) is carried upon the truck bolster center plate 25 in the The usual spring planks are elminated. All of the load is carried from the bolster through its springs l1 directly to the swing hanger cross bars- 12 except when overturning forces are transmitted from the bolster through the stablilzers l3--l4 to the bolster spring seat.

The bolster and bolster spring may swing as a unit with the hangers, just as similar parts have functioned in previous trucks with swing bolsters, but any tendency of the bolster to tilt vertically, due to the presence of forces which normally would act unequally .on. the bolster springs, is prevented by stabilizers i3-I4. A force tending to raiseor lower one end of the bolster, such as tendency to keep the bolster level except for such tilting as may result from inclination of the track or unequal compression of equalizer springs 5 at opposite sides of the truck, as indicated in Figure 5 which shows hangers ll swung to the left and the left-hand truck spring 5 compressed more than the right-hand spring 5 as indicated by dimension lines A and A+. During relative lateral movement of the bolster l8 and truck frame as also indicated in Fig. 5, the right-hand cross bar I! is lowered, while the left-hand cross bar is raised and the stabilizers l3-I4 do not permit the left-hand bolster springs IT to compress more than the right-hand bolster springs, and this also tends to keep the bolster level or to prevent tilting of the bolster in the wrong direction. These conditions result in a minimum amount of car body roll and provide greater stability than is obtained with previous constructions, particularly those having springs under the bolster and which permit a different amount of deflection of the bolster springs on one side of the truck than on the other.

Figures 7, 8 and 9 illustrate a form of the invention embodying a truck frame 35, with supporting parts similar to those shown in Figures 1 to 6, and a bolster 36 corresponding generally to the bolster of the structure shown in Figures 1 to 6. The cross stabilizers 31 and 38 are pivoted at 39 and 40, respectively, to depending brackets 4| on the bolster. The inner ends of the stabilizers are pivotally interconnected by links L and pins 42. The outer end of each stabilizer rests upon a cross bar 43, extending between swing hangers 44 suspended at 45 from the truck frame. A spring seat 46 is pivotally supported by the outer portion of each stabilizer immediately over its supporting cross bar 43, and coil springs 41 carried by seats 46, support the end portions of bolster 36.

Preferably, each end of the bolster includes an outwardly and downwardly projecting arm 43 extending beneath the frame wheel piece and over the equalizer bar 49. A shock absorber 34 of familiar telescoping type is pivotally connected at its opposite ends to the outer end of arm 43 and to a bracket 35a projecting from the wheel piece.

Stabilizers 31 and 38 function similarly to the stabilizers previously described to prevent unequal action of springs 41 without interfering with the free lateral movement of the bolster relative to the frame. The intermediate portion of the bolster is box shaped in cross section (see Fig. 9) and the end, portions are widened and open downwardly and are provided with circular pockets to receive the coil springs.

Shock absorbers 34 are added because of the tendency of coil springs to oscillate more freely than elliptic springs rendering a dampening device desirable to prevent unnecessary vibrations or vertical oscillations of the bolster and car body because of the easy action of the coil springs. It will be understood that the stabilizing feature may be retained independently of the shock absorber or other spring dampening structure.

Figures 10, 11, 12 and 13 illustrate another form of the invention in which the cross stabilizer levers and 80 are supported intermediate their ends upon the cross bars 8|, carried by swing hangers 82, pivotally suspended from the truckframe 83. The inner ends of stabilizers 8D and B0 and pivotally connected to each other through a block 84 pinned to one stabilizer and positioned in a jaw on the other stabilizer. The assembly preferably includes rubber insulating elements 85 bonded to the block 04 and the adjacent portions of the stabilizer Jaw, which permits the necessary relative movement of the levers 80 and transversely of the truck by the shear action of-the rubber. Theouter ends of stabilizers 80 and 80',

are pivotally connected directly to arms 86 projecting outwardly and downwardly from the bolster 01. A shock absorber 88 connects the outer ends of each bolster and stabilizer and the adjacent sides of the truck frame. Coil springs 09 are seated upon'stabilizers 80 and 80' and support the bolster. V

The stabilizers fulcrum on the cross bars BI and any force tending to compress one spring 89 and tilt the corresponding stabilizer is transmittedto the other stabilizer and the opposite end of the bolster to equalize the spring movements and maintain equal distances between the.

each stabilizer 91 is linked to the inner end of the stabilizer at the other side of the truck. The outer end of each stabilizer mounts a seat I0l for a bolster coil spring I02 received in a cap I00a.

Tie rods I03 limit the expansion of springs I02 when there is no load on the bolster and enable the bolster springs and stabilizers to be handled as a unit when not assembled with the rest of the truck structure. Preferably, shock absorbers I04 are connected at their upper ends to the bolster and at their lower ends to cross bars 96 and dampen the vertical oscillations of springs I02.

' The stabilizers function in a manner correspending to those illustrated in Figures '7, 8 and 9, but each pair of stabilizers functions substantially independently of the otherpair and due to the extent of the bolster"longitudinally of the truck and the support of the same at its corners The truck by springs I02, spaced longitudinally of the truck,

the stabilizers donot interfere with the bolster tilting longitudinally of the truck. During such tilting action one pair of stabilizers would shift relative to thevother pair of stabilizers butthe ends of each side of the bolster'woiild be raised or lowered equally to avoid undesirable tilting of the bolster transversely of the truck.

The tilting of the bolster in a vertical plane v relative to'the truck frame during lateral movement is characteristic of all of .the structures described irrespective of the details of construc-' tion, and the stabilizers in all forms of the invention tend to distribute the vertical loads to the bolster springs on both sides of the truck.

In all forms of the invention the upwardly tilting action of the bolster on theside of the truck toward which thebolstermoves during lateral movement, together with the stabilizer mechanism, counteracts the overturning effect of lateral forces transmitted to the bolster from the car body, and thereby reduces to a minimum the amount of car body roll in the direction of lateral movement. e

In all forms of the invention, the bolster springs on both sides of the truck are kept under sub stantially equal load or deflection when rounding curves so that the side of the vehiclebody at the outside ofthe curve is lifted and the side of the car body at the inside of the curve is low,- ered, thus tending to prevent tilting or rolling of the car body toward the outside 01' the curve and increasing the easy riding qualities of the vehicle. The stabilizer mechanism' is pivotally mounted on the bolster. The bolster and bolster springs may be adapted for the stabilizer structure irrespective of the truck frame or other parts of the truck structure, such as the equalizer bars,

or any part of the vehicle body carried by the truck. y

The general stabilizer arrangement is also adapted for trucks utilizing a spring'plank in which case the stabilizers may be fulcrumed or pivotallyconnected to the spring plank and such construction, originallydisclosed in the-present application, is illustrated and described in divisional application filedJuly 30, 1941, Serial No. 404,600. n

It will be understood that the use of rubbet' cushioning elements is not limited to the specific points illustrated and described but maybe included, wherever desired to prevent metal to metal contact and to deaden noise and absorb some road shocks and also to compensate for the angling of various parts with which the rubber elements are associated. Ordinarily, thick rubber cushions cannot be used for spring seats because truck and raising. the car body sufliciently to allow the spring to clear its spring seat.

The spring on the other side, due' to the stabilizing levers, will raise both ends of the bolster to facilitate the removal of the first spring. Old

arrangements require direct lifting of the bolster on the same side asthe spring'to, beremoved.

While the use'of telescoping shock absorbers is indicated in some of the structures, it will be understood that these may be omitted altogether or thatother dampening devices may be included in any form of the invention.

' While some forms. of the invention illustrate bolsters. of box-shaped cross section and other forms of the invention show bolsters of inverted U or trough-shaped cross section, it will be understood that these sections. are illustrative and that any desired type of bolster may be adapted for mounting the cross stabilizers.

The constructionmay be changed substantially in various other ways without departing from the spirit of the invention and the exclusive use of such modifications of the-invention as come within the scope of the claims is contemplated.

What is claimed is:

1. In a railway truck, a frame, swing hangers suspended therefrom, respective springs at opposite sides of the truck supported by said hangers, a bolster mounted on said springs, levers for stabilizing the action of said springs extending inwardly from said swing hangers and each separately pivoted on said bolster at a point spaced from the center of the bolster and extending beyond its pivot to'connect with the opposite stabilizer lever.

2. In a railway truck, a'frame, support members carried by saidframe at opposite sides of the truck and movable transversely of the frame, individual springs on said support members, a bolster carried on said springs, levers mounted on said members and extending inwardly therefrom and pivotally connected to each other at their inner ends and being fulcrumed on said bolster intermediate their interconnection and said members and stabilizing the action of said springs.

3. In a railway truck, a frame, abolster movable laterally of the truck relatively to said frame, bolster carrying springs, levers beneath said bolster and disposed end to end transversely of the truck with their inner ends pivotally connected to each other and with portions spaced from said ends pivotally connected to said bolster, and means pivotally suspended from said frame and pivotally connected to said leversand supporting said spring and bolster through said levers.

4. In a railway truck, a frame, a pair of swing hangers suspended from each side of said frame, a cross bar carried by each pair of swing hangers, a lever pivotally connected to and extending inwardly of the truck from each of said cross bars and with its inner end pivotally anchored to the lever connected to the other cross bar, a spring seat mounted on each of said levers, springs on said seats, a bolster extending across the truck and carried on said springs, there being a pivotal connection between each of said levers and said bolster whereby said levers equalize the movement of said springs at the opposite ends of said bolster.

5. A railway truck as described in claim 4 in which the levers extend outwardly beyond their associated cross bars, there being shock absorbers connecting the truck frame and the outer ends of said levers.

6. In a railway truck, a frame, hangers pivotally suspended from said frame to swin transversely of the truck, and structure supported by said hangers and movable transversely of the truck by the swinging of said hangers on their pivots, said structure including spring seats, individual springs thereon, a bolster on said springs and stabilizer levers extending transversely of said frame, the inner ends of said levers being 1 secured to each other and portions of said levers spaced from their inner ends having connections respectively to said bolster and to other parts of said structure, said connections preventing relative vertical movement of the connected parts at the points of connection, the structure being so constructed and arranged as to provide equal vertical deflection of said springs at opposite sides of the truck and to maintain the bolster in parallel relation with said spring seats irrespective of overturning forces applied to the bolster and irrespective of movement of said structure transversely of the truck on said hangers, each stabilizer lever extending from the central portion of the truck outwardly and being connected between its ends to the bolster and having its outer portion carried by the swing hangers.

7. A railway truck as described in claim 4 which also includes shock absorbers at the sides of the truck each having telescoping members connected respectively to the truck frame and to a part supported from the corresponding swing hanger, the latter-mentioned member of each shock absorber being connected to the corresponding member of the other shock absorber by the stabilizing levers.

8. In a railway truck, a truck frame, swing hanger structure suspended from the sides of said frame, a lever pivotally connected to and extending inwardly of the truck from each of said structures and having its inner end pivotally anchored to the lever connected to the other structure, a spring seat on each of said levers, springs on said seats, a bolster extending across the truck and supported on said springs, there being a pivotal connection between each of said levers and said bolster whereby said levers equalize the movement of said springs at the opposite sides of the truck.

9. A railway truck as described in claim 8 in which the bolster extends outwardly beyond its supporting springs, there being shock absorbers connecting the truck frame and the outer ends 7 of said bolster.

10. In a railway truck, a frame, hangers pivotally suspended from said frame to swing transversely of the truck, and structure supported by said hangers and movable transversely of the truck by the swinging of said hangers on their pivots, said structure including spring seats, individual springs thereon, a bolster on said springs and stabilizer levers extending transversely of said frame, the inner ends of said levers being secured to each other and portions of said levers spaced from their inner ends having connections respectively to said bolster and to other parts of said structure, said connections preventing relative vertical movement of the connected parts at the points of connection, the structure being so constructed and arranged as to provide equal vertical deflection of said springs at opposite sides of the truck and to maintain the bolster in parallel relation with said spring seats irrespective of overturning forces applied to the bolster and irrespective of movement of said structure transversely of the truck on said hangers, each stabilizer lever extending from the central portion of the truck outwardly and resting on the swing hangers and supporting the bolster springs.

JAMES C. TRAVILLA, JR. EDWIN C. JACKSON.

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