US2317399A - Railway truck - Google Patents

Description

April 27, 1943 K. F. NYsTRoM ET AL 2,317,399

RAILWAY TRUCK Original Filed Oct 31, 1938 2 Sheets-Sheet l KESQ INVENTOR KARL F. NYsTRoM EDMUND S. BECKETTE VERNONLGREEN Z ATTOR NEY April 27, 1943. K. F. NYsTRoM ETAL RAILWAY TRUCK 2 Sheets-Sheet 2 Original Filed Oct. 3l, 1958 INVENTORS KARL E NYS-FROM EDMUND S. BECKETTE ATTORNEY VERNONLGREEN Patented Apr. 27, 1943 l UNITED RAILWAY TRUCK.

Karl F. Nystrom, Milwaukee, Wis., Edmund S. Beckette, East St. Louis, Ill., and Vernon-L. Green, Milwaukee, Wis.; said Beckette assignor to General Steel Castings Corporation, Granite City, lll., a corporation oi' Delaware Application May 6, 1940, Serial No. 333,608, which is a division of application Serial No. 237,820, October 31, 1938, now Patent No. 2,241,418, dated May 13, 1941. Divided and this application August 15, 1941, Serial No. 406,977

9 Claims.

October 31, 1938. and now Patent No. 2,241,418,

issued May 13, 1941.

The main object of the invention is to improve the riding qualities of railway trucks, and more particularly of railway` trucks for passenger cars used in high speed service, where sudden vertical and lateral movements of the truck parts tend to tilt or roll the body sideways and cause 'an uneven compression or deiiection of the bolster springs on one side of the truck, relative to thebolster springs on the otherside of the truck, which would create discomfort for the passengers.

Another main object of the invention is tostabilize the action of the springs, particularly the bolster supporting springs at opposite sides of the truck, by transmitting forces tending to compress or expand a spring on one side of the truck to a spring on the other side of the truck, so as to keep partssupported by the spring, such as the bolster, in parallel relation with the truck frame, thereby equalizing theload on the springs so as to keep the load on the bolster` springson |both sides of the truck the same. It is particularly desirable to keep the bolster parallel with the truck frame when rounding curves or when on uneven road beds where side oscillation might occur, as otherwise the centriiugal force of the car body when rounding curves or du to side oscillations would tilt the body excessively and produce an unstable and undesirable riding discomfort to the passengers.

Another object of the invention is to reduce noise and vibration resulting from metal to metal contact throughout a number of relatively moving parts in the spring stabilizing structure and in its connections to associated parts. v

These and other detailed objects as will appear from the following speciiication are attained by the structure illustrated in the accompanying drawings in which- Figure 1 is a top view of the major part of a four-wheel truck, the end portions of the vsprings I 4.

sides of/"the truck being broken away as they'y are `unimportant and to enable the drawing to be made on a larger scale.

Figure 2 is a side elevation oi the truck structure shown in Figure 1.

Figure 3 is a vertical transverse section taken on the line 3-3 of Figure 1 but drawn to an enlarged scale.

Figure 4 is a detailed vertical section taken longitudinally of the truck on the line 4-4 of Figure 1 but drawn to an enlarged scale.

'I'he truck includes the usual wheels I, axles 2, and axle journal boxes 3. A coil spring 5, or a group of coil springs, is 'mounted-upon each ljournal box and the truck frame rests upon springs 5. The truck frame comprises wheel pieces 6 extending over the axle boxes, pedestal legs 'l depending from wheel pieces 6, transverse transoms 8 spaced apart, and other details customary in such frames but not enumerated here except as particularly mentioned below: Suspended from the end portionsA of transoms 8 where they merge with wheel pieces 6 are pairs of swing hangers 9 pivotally mounted in the transoms by pins I0, the links of each pair being connected by a cross bar I I. A spring plank I 2 extends between cross bars II and has upwardly' facing seats I3 mounting the bolster coil springs I4. The main body part of bolster I5 is located at substantially the same level as wheel pieces 6 and it includes a center plate I6, for supporting the truck load, and its end portions include downwardly facing spring cap portions for receiving the upper ends of The details of the spring cap mounting on springs I4 arel illustrated and described in de'- tail and claimed in our copending application led herewith, Serial No. 406,976 and in themselves form no part of the present invention.

Bolster l5 is provided with downwardly and Y outwardly extending arms 2l projecting beneath wheel pieces 6 and terminating in flanges 22 'preferably in vertical alignment with brackets 23 formed on the outer faces of wheel pieces 6. Shock absorber devices 24 are secured to bolster flanges 22 and frame brackets 23 and coact with the frame and bolster to control relative vertical movements thereof by absorbing vforces applied to the parts, especially violent and sudden forces which otherwise would result in free action of the springs I4 in both compression and recoil. Since the shock absorbers are between the frame, mounted on springs 5, and the bolster,

mounted on springs il, theyV will also function to break up harmonic synchronization oi springs il and springs and willcooperate with springs I4 to dampen the action of the latter-'mentioned springs.

The details of the shock absorbers and their l actions are further illustrated and described in our vapplication filed May 6, 1940, Serial No. 333,608, ci which the present vapplication is a division.

To stabilize the vertical movement of `opposite end portions of the bolster and to further control the' actions of the bolster springs and devices Il,

there are provided torque rods 3| journalled in.

brackets 32 on wheel pieces 6, and each torque vtorque rod and said links stabilize vertical movement of the bolster ends and also accommodate movement of the bolster transversely oithe truck.

2. In a railway truck, a frame, a lateral motion bolster which is spring supported at its end portions from said frame, atorque rod extending transversely of said frame and ,iournalled thereon, arms on said rod, and' links depending from said arms and pivot'ally connected thereto and respectively topo'rtions of said bolster spacedl rod hasA arms 33 at its opposite ends extending towards bolster I5 but/'not directly contacting thesame. An upright link 34 has a, pivotal connection with the inner end of each'arm 33, the pivot axis extending transversely of the truck, and the lower end of. each link 34 is pivotally connected with a bolster. arm 2|, the pivot axis extending longitudinally of the truck.v Preferably each of these pivotal connections includes rubber mounting elements 35 which take up any play between the parts and break the metal to metal line of contact between the bolster and the frame and accommodate angular movement between the bolster and thestabilizer structure. The pivotal connections between the stabilizer parts and the frame and the bolster vavoid the use of sliding joints. which have been used in some cross stabilizing arrangements previously proposed.

The stabilizers result in' the bolster springs and the snubbing devices operating simultaneously. Hence the work done by the shock absorbing structure at each side of the truck may be reduced. Thestabilizers reduce `the travel of the snubbing devices because without thestabilizers the snubbing device adjacent the outside of a section. of curved track would be subject to greater extension than the snubbingfdevice adjacent the inner side of the curve. Furthermore, `the friction between the stabilizer elements and connections to the truck parts particularly where rubber mountings are used, w vll have a dampening eiecton vertical oscillations of the bolster springs and this will reduce the amount of work to be done by the snubbers. v

The stabilizing structure described ties the action of the springs and shock absorber at one side of the truck to the action' of the springs and shock absorber at the other side of the truck andA therebyv improves the riding qualities of the truck and avoids excessive rocking and bouncing of the truck bolster. relative to the frame and' of the frame relative to the wheels, axles and bOXeS.

' oi the invention, and the exclusive use of such variations as come within the scope oi' the claims is contemplated.

What is claimed is:

1. In a railwaytruck, a frame, a lateral moapart laterally of the truck, the pivotal connectionsl including rubber mountings arranged to avoid continuous metal to metal 'contact through said rod, links and bolster.

3. In a railway truck, a frame having wheel pieces, a lateral motion bolster'having a bodyportion extending between said wheel pieces and spring-supported near its ends from said frame, said bolster having downwardly and outwardly projecting arms extending beneath said wheel pieces, a torque rod extending transversely of said frame and journalled thereon and provided 4. In a railway truck, a frame', a lateral motion bolster spring-supported near its opposite ends from said frame, a torque rod extending transversely of, and journalled in said frame with arms substantially parallelfto the sidesof the truck and positioned exteriorly thereof, links each having one end pivoted t'o one ot said arms to swing transversely oi the truck. .and pivotal connections between the 'other endsof said links and respective'portions of said bolster spaced apart lat- -rally of the truck, whereby'said torque rod and links stabilize vertical movement oi the bolster endsandtheir supporting springs and also accommodate movement of the bolster transversely of the truck. Y

5. In a railway truck, a frame, elements pivotally mounted on said frame, springs supported on Vsaid elements, a bolster mounted on said responding portions of said bolster, said link connections providing universal joint pivoting of the connected parts, whereby equal vertical movement oi.' the opposite. endsof the bolster is maintained by the resistance of ,the rod' to torsion while the vertical andlateralmovements of the bolster relative to the frame are accommodated by said universal Joint connections, at leastv one tion bolsterl which is spring supported near its opposite ends from said frame, a torquerod extending transversely oi and journalled in said frame with arms extending towards said bolster, links pivoted on said arms and depending therefrom and swinging transversely of the truck, and pivotal connections between thelower ends oi of said connections at each/end of the bolster including a rubber element yleldingly'vresisting the pivotal movement oi theinterconnected parts. p 8. In a railway truck,.a trame, a lateral moarms extending transversely of the Journal porconnections between the swinging ends o! said links and respective portions of said bolster spaced apart laterally of the truck whereby said torque rod and said links stabilize vertical movement oi' the bolster ends and also accommodate movement of the bolster transversely of the truck.

7. A truck as described in claim 1 in which the bolster is provided with side bearings, and the torque rod is Journalled in portions of the frame .spaced apart transversely of the truck a greater distance than the side bearings.

8. A truck as described in claim. 6 in which th torque rod arms are positioned at the outer sides of the frame and the links are connected to projections on the outer ends of the bolster.

9. In a railway truck, a frame, elements pivotally mounted on said frame, springs supported on said elements. a bolster mounted on said springs to move vertically relative to said frame by the action oi said springs and to move laterv ally of said frame by the pivotal action of said elements, a stabilizer for said bolster comprising a torque rod extending transversely of the truck with each end portion having a pivotal connection to said frame and-provided with a crank arm, links with pivotal connections at their ends.

to the outer ends of said arms and to thecorresponding portions of said bolster, said link con-- nections providing universal joint pivoting. of the connected parts, whereby equal vertical movement of the opposite ends of the bolster is maintained by the resistance' of the rody to torsion while the vertical andlateral movements of the bolster relative to the frame are accommodated by said universal joint connections.

KARL F. NYSTROM.

VERNON L. GREEN.

EDMUND S. BECKEI'IE.

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