US2365692A

US2365692A - Railway truck

Info

Publication number: US2365692A
Application number: US449792A
Authority: US
Inventors: Charles F Frede; Edwin C Jackson
Original assignee: General Steel Castings Corp
Current assignee: General Steel Castings Corp
Priority date: 1942-07-04
Filing date: 1942-07-04
Publication date: 1944-12-26
Anticipated expiration: 1961-12-26

Description

Dec. 26, 1944 c. FQ FRE DE ETAL 2,365,692

RAILWAY TRUCK Filed July 4, 1942* 4 Sheets$heet 1 v |NVENTORS I CHARLES F. FREDE EDWIN C.JACKSON QAYM TTORNEY Dec. 26, 1944. c. F. FREDE EI'AL 2,365,692 mum! muck Filed July 4, 1942 INVENTORS; CHARLES F. FREDE EDWIN CJKKSON? ATTORNEY 4 Sheets-Sheet 4 Patented Dec. 26, 1944 RAILWAY TRUCK Charles F. Frede, University City, and Edwin C.

Jackson, I Clayton,

Mo., assignors to General Steel Castings Corporation, Granite City, III., a

corporation of Delaware Application July 4, 1942, Serial No. 449,792

16 Claims.

The invention relates to railway rolling stock and more particularl to truck construction in which frames are provided for carrying brake gear structure separate from the main truck frame which carries the vehicle body.

Trucks ofthis general type are illustrated and described in H. M. Pflager Patents Nos. 2,276,336 and 2,276,337, issued March 17, 1942, and in copending applications of H. M. Pflager, Serial No. 434,898, filed March 16, 1942, and Serial No. 447,496, filed June 18, 1942, in which structure a single frame is provided for carrying the brake gear structure applied to the wheels of each axle and the frame is supported directly upon the axle boxes but is provided with a third point stabilizing support on the load carrying frame;

The main object of the present invention is to avoid supporting a portion of the brake gear carrying frame from the main load carrying frame so that there can be independent relative v vertical movement of these frames. thereby avoiding undesirable relative tilting action of the frames which would tend to produce excessive vertical movement between some portions of the frames and which would also move the boxes in a vertical are relative to the load carryingframe and tend-to produce some longitudinal movement of the box relative to the load carrying frame. This main object is accomplished by supporting the brake gear carrying frame from the axle boxes and from the equalizers independently of the truck frame. i

It is an additional object of the present invention to utilize the brake frame for positioning the wheeled axles and boxes and equalizers relat ive to the truck frame and to effect this positioning by yielding anchor devices which will accommodate the relative vertical movement of the truck frame due to the action of its supporting springs while holding all of the above-mentioned parts in desired relation transversely and longitudinall of thetruck,

Another object of some forms of the present invention is to lighten the brake gear carrying frame, and this object is accomplished by providing an individual brake gear carrying frame, adjacent toeach wheel, supported upon the adjacent axle box and equalizer and omitting the cross member of the brake frame. v

These and other detail objects as will appear from the description below are attained by the structure illustrated in the accompanying drawings in which- Figure 1. is a top view of one quarter of a four-wheel truck, it being understood that the structure illustrated is substantially duplicated at the opposite side of the truck and that the end of the truck thus fonned is duplicated at the opposite side of the bolster, except that there are single longitudinal anchors oneach side of the truck between the bolster'and truck frame and single transverse anchors between the brake frame and the truck transom adjacent the bolster.

Figure 2 is a side elevation of the structure 1 Figures 5, 9 and 12 are top views corresponding to Figure 1 but each illustrating a different form" of the invention.

Figures 6 and 10 are views corresponding to Figure 2 .but illustrating the structures shown in Figures 5 and 9 respectively.

Figures 7 and 8 are vertical transverse detailed sections taken on the corresponding section lines of Figure 6;

Figure 11 is a detail vertical transverse section taken on the line I l-l| of Figure 9.

Figure 13 is a similar section taken on the line l3l3 of Figure 12. t

Figure 14 is a top view, largely diagrammatic, illustrating the duplication of parts referred to in the above description of Figure 1 but showing different types of brake frames at the opposite ends of the truck.

The portion of the four-wheel truck illustrated in' Figure 1 includes the usual wheel I axle 2 and journal box 3. A U-shape'd brake gear carrying frame has a cross bar 4 and side members 5.

Members

4 and 5 are of box-shaped cross section and each side member 5 has an integral flange 6 (Figure 4) resting directly upon th top wall 1 of the associated journal box.

Depending, jaws 8 on each brake frame side member 5 embrace the sides of the journal box between its flanges 9 and hold the brake frame against movement relative to the box longitudinally and transversely of the truck. A drop equalizer ill of familiar form extends between the journal boxes at the same side of the truck with each of its elevated end portions ll resting upon a cushion l2 provided on the corresponding brake frame flange 6.

"A spring seat member I3 is secured to the lower intermediate portion of equalizer l0 and mounts a group of coil springs [4 on which is supported the truckload carrying frame which includes side members l5, end members l6 and center transoms H. from transoms I! by swing hangers, indicatedat ill, in the usual manner, and the bolster includes the usual center plate 20on which the vehicle body (not shown) is carried.

Spring seat member I3 includes a bracket 2| extending inwardly from equalizer l0 and supporting the lower end of a leg 22 depending from the brake frame, Preferably the-support includes pads 23 of rubber or other suitable yielding ma- A bolster I8 is suspended partly supported frame and brake gear move as tioned H. M.

terlal for cushioning the brake frame and equalizer connection.

The brake beams 24, their

levers

25 and 26, the connection rods 21 are suspended by hangers 28 from brackets 29 in the brake frame and the major portion of the weight of the brake frame and the brake gear is carried directly to the journal boxes although the frame is stabilized and by the attachment of its legs seat and bracket member l3, journal box, brake a unit vertically relative to the truck frame. The truck load carrying frame does not support any part of the brake frame or its load and the shock producing forces resulting from the application and release of the brakes are not transmitted to the load carrying frame.

With this arrangement the brake frame has independent vertical movement relative to the truck frame as distinguished from the arrangement shown in the above-mentioned patents and applications in which there is a pivotal connection between the inner transverse member of the brake frame and the adjacent truck frame transom providing vertical tilting action between the brake frame and truck frame. The present arrangement avoids any excessive vertical movement between the outer ends of the brake frame and the truck frame, and the boxes will move vertically in a straight line instead of in an are as in the above-mentioned patents and applications, thus avoiding any tendency for the boxes to move longitudinally of the truck frame durin relative vertical movement of the brake frame and the truck frame.

Each brake dead lever 25 is anchored by a link 30 to a bracket 3| on the truck frame end transom l6 and the live lever 26 is operatively con- 22 to the equalizer 2|. Hence the wheel, axle,

.nected by a rod 32 to the equalizing lever (not shown) of an air brake cylinder, or other power device (not shown), mounted on the truck frame as illustrated, for example, in the above-men- Pflager application, Serial No. 434,898.

It will beunderstood that the mounting of the air brake cylinder on the truck frame and the anchoring of the brake dead lever to the truck frame does not result in the application of undesirable stresses to the brake frame when the brakes are applied and released because the reactions balance each other and the vertical movement of the gear and its supporting structure is freely accommodated by the pivotal connections at the ends of links 3|! and 32.

The brake gear carrying frame and the truck load carrying frame are held against substantial relative movement transversely of the truck by anchoring

devices

33 and 34. Anchoring devices 33 are duplicated at opposite sides of the truck if desired, but a single anchor device 34 is used between each brake frame and the adjacent truck frame transom. Each device 33 comprises an elongated rod with yielding connections at its ends to the end portions of the side members and I5 of the brake frame and truck frame respectively, and each device 34 comprises a similar rod with yielding connections at its ends to the brake frame cross bar 4 and the truck frame center transom l1. These anchoring devices are of the general type now well-known in the art and are detailed in V. L. Green Reissue Patent 21,987.

A similar anchoring device 35 extending longitudinally of the truck is connected at its respective ends to a bracket 36 on the load carrying frame and to a bracket 31 on the brake frame, and this device, which is duplicated at the other side of the truck and at the opposite end of the -truck, holds the two frames against relative movement longitudinally of the truck while accommodating their relative vertical movement.

A similar longitudinally disposed anchoring device 38 is connected at its respective ends to a bracket 39 on truck frame side member l5 and to a bracket |8a on bolster l8, thus holding the bolster and truck frame against substantial movement longitudinally of the truck but accommodating the relative lateral and vertical movement of the bolster provided by its swing hanger support from the truck frame and by the bolster springs (not shown). the anchoring devices are distorted by departure of the connected parts from their normal positions and thereby tend to normal positions.

Figures 5-8 illustrate another form of the invention in which each side member of the truck load carrying frame is offset longitudinally of the truck and comprises two

portions

40 and 4| connected by the outer portion of the corresponding center transom 42. The middle portion 40 of the side frame is positioned similarly to the corresponding portion of the truck frame previously described and the frame end portions 4| extend abreast of the inner face of the corresponding wheels 43. An individual brake frame 44 is mounted on each journal box and its depending leg 45 turns outwardly at its lower end as indicated at 46 and terminates in a spring seat member 4'! arranged for support by an attachment to the lower intermediate portion of the drop equalizer 48. Anchoring

devices

49 and 5!) connect the end portions of brake frame 44 with adlacent portions of the truck frame and hold the two frames against relative movement transversely of the truck while accommodating their relative vertical movement.

With this arrangement the inner end of each brake frame has an individual transversely disposed anchoring device near the end portion of the center transom (see the right hand side of Figure 14) as distingulshedfrom the single transversely disposed anchoring device 34, for the U-shaped brake frame, which is positioned near the center of the truck, as shown in the left hand side of Figure 14.

An anchoring device 5| is connected at its ends to the two frames and holds them against relative movement longitudinally of the truck. The brake gear is suspended from brake frames 44 by the usual hangers 52, and the brake levers 53 and 54 extend upwardly through vertically disposed slots 55 and 56 in the truck frame side end portion 4|, and the sides of these slots guide the levers as the brakes are applied and position the levers laterally of the truck. The dead lever is anchored by a link 51 to a bracket 58 on the truck frame end transom 59 and since the truck frame side portion 4| is in longitudinal alignment with bracket 58, it is possible to use a substantially lighter truck frame.

Because the portion of the truck frame abreast of the wheel is moved to the inner side of the wheel, more space is available at the outer side of the wheel and hence the longitudinal anchoring device 5| may be positioned abreast of the upper end portion 48a of the. equalizer instead of being positioned above the end of the equalizer portion, as in the structure shown in Figures 1-4.

Figures 9-11 illustrate another form of the inreturn them to their The cushions of each of Q vention which resembles the construction shown in Figures -8 in having individual brake gear carrying frames 60 applied to each journal box 51 and resembles the construction shown in Figures 1-4 in extending the end portion 62 of the truck side member along the outer side of the wheel 63. The inner end of each brake frame 60 is supported from the lower intermediate portion of the, equalizer 64 by an anchoring device 65 constructed and functioning similarly to the anchoring devices 86, $1 and 68 which position the frames against relative movement transversely and longitudinally of the truck.

Anchoring device 65 is disposed vertically with its upper end clamping a wedge or flange of the brake frame and with its lower end clamping a instead of being positioned between the side members of the truck frame and brake frame as shown in Figure 1.

Figures 12 and 13 illustrate another form of the invention which resembles that shown, in Figures 5-8 in having the end portion of the truck load carrying frame positioned abreast. of the inner side of the wheel II and resembles the structure 'shown in Figures 1-4 in having a U-shaped brake frame with a cross bar 12 and with side members 13 resting on the journal boxes. Cross bar l2 is at a substantially lower level than the cross bar 4 of the brake frame shown in Figures 1-4 and extends beneath the truck frame portion 10 (Figure 13), the end of cross bar 12 being substantially directly above the supporting' flange 14 on the spring seat 15, there being cushioning pads 76 between the cross bar and its support. ber l3 is at the same level as the corresponding portions of the brake frames previously described and its inner end is connected-to cross bar I2 by an upright section TI.

The truck frame and brake frame are held against relative movement transversely and longitudinally of the truck by anchoring devices l8, l9 and 80 which are constructed and function similarly to the anchor devices previously described,.permitting the brake frame and truck frame to have relative vertical movement. Dead lever BI and live lever 82 of the brake gear extend through corresponding slots in the truck frame, these parts corresponding to those shown in Figure 5. I

a Each of the above described arrangements supports the inner end of the brake frame from the equalizer instead of from the center transom of the truck frame, as in previous arrangements, thereby more completely relieving the truck frame of forces resulting from the application and release of the brakes. The elongated anchor rods disposed transversely of the truck between each brake frame and the truck frame center The brake frame side memframe as would result from a. more'dlrect connection at the center tran om when the action of the frame supporting springs results in vertical movement between the frames.

These and other advantages attendant upon the construction and associated with the attainmerit of the objects-set forth in the introductory portion of the specification may be embodied'in structure differing in details from those illustrated, and the exclusive use of such modifications as come within the scope of the claims is contemplated.

What is claimed is:

1. In a railway truck, a wheeled axle, a journal box mounted thereon, an equalizer with an end portion supported on the journal box and with an intermediate portion spaced from the journal box, a brake gear carrying frame supported on the journal box and extending longitudinally of the truck a substantial distance inwardly of the journal box and there provided with an outwardly extending bracket supported at its outer end upon the intermediate portion of the equalizer and forming a spring seat, a spring on said seat, and a load carrying frame supported on said spring.

2. In a railway truck, a wheeled axle, a journal box mounted thereon, anequalizer with an elevated end portion extending over and supported on the journal box and with a lower intermediate portion at a level adjacent that of the bottom of transom secures these parts against undesirablethe journal box, a brake gear carrying frame supported on the journal box and extending longitudinally of the truck a substantial distance inwardly of said box and there provided with a downwardly and outwardly extending bracket supported at its lower end upon the lower intermediate portion of the equalizer and forming'a spring seat, a spring on said seat, and a load carrying frame supported on said spring. v

3. In a railway truck having spaced wheeled axles with journal boxes and equalizers extending between journal boxes at the same side of the truck, a rigid truck frame spring-supported from said equalizers and an individual brakegear carrying frame supported on each journal box and on a portion of the adjacent equalizer at a point spaced from the journal box, there being anelongated tie rod extending transversely of the truck and secured at its ends to said frames to hold them against substantial relative mover at the level of the elevated end portion of the equalizer, and elongated anchoring devices extending transversely, longitudinally and vertically of the truck respectively and each having an end yieldingly secured to the brake gearcarrying frame, the opposite ends of the transversely and longitudinally disposed devices being conne cted to the load carrying frame and the opposite end of the vertically disposed device being connected to the equalizer at a point spaced substantially from the journal box whereby the brakegear carrying frame is held against vertical movement relative to the journal box and wheeled axle and against substantial movement transversely and longitudinally of the truck relative to the load carrying frame.-

5. In a railway truck, a wheeled axle, journal boxes mounted thereon abreast of the outer faces of the wheels, equalizers having end portions carried on the journal boxes andintermediate p01- tions spaced from the journal boxes, 9. load carrying frame spring-supported from the intermediate portions of the equalizer and having side members extending abreast of the inner faces of the wheels, and a brake gear carrying frame including side members supported on the journal boxes and extending therefrom longitudinally of the truck towards the center of the truck with their inner ends connected by across bar extending transversely of the truck below the truck frame side members and supported'by the adjacent portions of the equalizers.

carrying frame on the equalizer includes cush-.

' ioning means toresist vertical shocks ,and pro- 6. In a railway truck, a wheeled axle, a journal box mounted thereon, a brake gear carrying frame supported on said journal box, said journal box and brake gear carrying frame having interengaging elements to hold them against movement relative to each other transversely of the truck, an equalizer with one end supported from said box, a spring mounted on said equalizer, a load carrying frame supported on said spring, and means between said brake gear carrying frame and load carrying frame for holding said frames against transverse movement relative to each other but permitting relative vertical movement therebetween, said load carrying frame being free of association with said journal box except through said means, brake gear carrying frame, spring, and equalizer, and a support for said brake gear carrying frame on said equalizer at a point spaced from said journal box whereby said brake gear carrying frame, journal box, and equalizer move vertically in the truck as a unit relative to said load carrying frame.

7. Railway structure as described in claim 6 in which the holding means between the brake gear carrying frame and load carrying frame comprises an elongated anchor rod.

8. Railway structure as described in claim 6 in which the holding means between the brake gear carrying frame and load carrying frame comprises an elongated anchor rod and in which the interengaging elements on the journal box and brake gear carrying frame also hold them against relative movement longitudinally of the truck and which structure includes connecting means between the brake gear carrying frame and load carrying frame to hold said frames against substantial relative movement longitudinally of the truck but accommodating their relative vertical movement.

9. Railway truck, structure as described in claim 6 in which the interengaging elements between the journal box and brake gear carrying frame also hold them against relative movement longitudinally of the truck and in which movement longitudinally of the truck but aecommodating their relative vertical movement.

10. Railway truck structure as described in vides a substantially rigid connection transversely of the truck between the brake gear carrying frame and the equalizer.

. 12. Railway truck structure as described in claim 6 in which the load carrying frame includes a center transom and the brake gear carrying frame is of U-shape with its legs spaced to rest upon journal boxes at opposite ends of the axle and with its cross bar extending alongside of said transom, there being an elongated anchoring device extending transversely of the truck with its opposite ends connected to said transom and cross bar respectively to hold said frames against substantial relative movement transversely of the truck, the device being inclinable to accommodate the relative vertical movement of said frames.

13. Railway truck structure as described in claim 6 in which the load carrying frame includes a member extending longitudinally of the truck and abreast of the inner face of the wheel.

14. Railway truck structure as described in claim 6 in which the load carrying frame includes a member extending longitudinally of the stantial relative movement transversely and longitudinally of the truck but accommodating their relative vertical movement.

16. In a railway truck having spaced axles with wheels and journal boxes and equalizers ex-- tending between journal boxes at the same side of the truck, a rigid truck frame spring-supported from said equalizers and including a wheel piece member extending along one side of each wheel, and an individual brake gear carrying frame supported on each journal box and on a portion of the adjacent equalizer at a point spaced from the journal box and extending along the other side of the wheel, there being an elongated tie rod extending transversely of the truck and secured at its ends to said frames and spaced lengthwise of the truck from the associated wheel and holding the frames against substantial movement transversely of the truck but accommodating their relative vertical movement.

EDWIN C.- JACKSON.