US2559456A

US2559456A - Railway truck

Info

Publication number: US2559456A
Application number: US716537A
Authority: US
Inventors: William H Meyer
Original assignee: General Steel Castings Corp
Current assignee: General Steel Castings Corp
Priority date: 1946-12-16
Filing date: 1946-12-16
Publication date: 1951-07-03
Anticipated expiration: 1968-07-03

Description

July 3, 1951 w, MEYER 2,559,456

RAILWAY TRUCK Filed Dec. 16, 1946 I 3 Sheeis-Sheet 1 I, ,2 FIG.3. 3

INVENTOR WILLIAM H. MEYER BY A TORNEY W. H. MEYER RAILWAY TRUCK July 3, 1951 3 Sheets-Sheet 2 Filed Dec. 16, 1946 'INVENTOR WILLIAM H. MEYER BY @44 4 2% ATTORNEY III y 1951 w. H. MEYER 2,559,456

RAILWAY TRUCK Filed Dec. 16, 1946 5 Sheets-Sheet 3 INVENTOR WILLIAM H. MEYER A TORNEY Patented July 3, 1951 UNITED STATES PATENT OFFICE RAILWAY TRUCK William H. Meyer, St. Louis, Mo., assignor to General Steel Castings Corporation, Granite City, Ill., a corporation of Delaware Application December 16, 1946, Serial No. 716,537 9 Claims. (01. 105-190) The invention relates to railway rolling stock and more particularly to railway trucks in which the load supporting bolster is of the lateral motion type and is carried by springs supported by a spring plank carried by swing hangers suspended from the truck frame.

For good riding qualtities in railway passenger cars, the flexibility of the truck bolster springs should be such that they provide soft spring action; and for good riding qualities, as well as safety at high speed, the springs at opposite sides of the truck should be spaced apart so that the least spring deflection is obtained under a given force tending to tilt the car body laterally, and such spring deflection or maximum stability of the car body against transverse tilting is obtained if the springs are spaced apart transversely of the truck as far as possible. When coil springs alone are used to support the bolster to obtain soft spring action, it is necessary to use a snubbing device or shock absorber to control the vertical action of the springs to prevent excessive rebound. When elliptic springs alone are used, they will be heavier, more expensive, more likely to take a permanent set, will require maintenance (lubrication of leaves) and, if soft action and maximum lateral stability is obtained, may be so long that it will be difficult to keep them within road clearance limits and to clear other truck parts.

The main object of the invention is to support the bolster by flexible spring units, each including both coil and elliptic springs, in which spring rebound is controlled without the use of snubbers or shock absorbers, the units being spaced apart transversely of the truck a maximum distance to obtain a high degree of bolster stability. The sliding contact between the leaves of the elliptic spring during the spring action produces suflicient friction between the leaves to snub the rebound. The snubbing action is determined by the load carried by the elliptic springs and by the total area of those portions of the surfaces of the leaves in sliding contact. The greater the load carried by the elliptic springs, the more pronounced is the snubbing action.

Longitudinally extending bolster anchors between the bolster and the truck frame steady the bolster against longitudinal movements relative to the truck frame to prevent pounding and sliding between the bolster and the frame transoms which would interfere with free vertical movement of the bolster. With this arrangement, there is provided controlled soft spring action and easy riding ualities in the truck, and chafin 2 plates, shock absorbers and like equipment are unnecessary.

Other objects will be apparent to those skilled in the art from the following description and accompanying drawings in which:

Figure 1 is a top view showing a longitudinal half of a railway truck embodying one form of the invention.

Figure 2 is a side elevation thereof.

Figure 3 is a detail transverse vertical section taken approximately on line 33 of Figure 1 and drawn to enlarged scale.

Figures 4, 5 and 6 are views similar to Figures 1, 2 and 3, respectively, and show another form of the invention, Figure 6 being a detail transverse vertical section taken approximately on the line 6-6 of Figure 4 and drawn to enlarged scale.

Figures '7, 8 and 9 are views similar to Figures 1, 2 and 3, respectively, and show still another form of the invention, Figure 9 being a detail transverse vertical section taken approximately on the line 9-9 of Figure 7 and drawn to enlarged scale.

The railway truck illustrated in Figures 1, 2 and 3 comprises the usual wheel and axle assemblies I, journal boxes 2, longitudinal equalizers 2 carried on the boxes, equalizer springs 4, and truck frame 5 preferably consisting of a onepiece casting including transversely spaced transoms 6 and wheel pieces I with depending pedestal legs 8 receiving journal boxes 2 between them. The truck is of the lateral motion bolster type and has pairs of swing hangers 9 at opposite sides of the truck pivotally suspended by pins II! from brackets Ta extending outwardly from wheel pieces 1. Each pair of hangers 9 carries a cross bar ll mounting a bearing I2 which supports the adjacent end of a spring plank I3. Near the ends of spring plank l3 are mounted yielding pads l4 comprising alternate layers of rubber l5 and steel l6 bonded together. Pads l4 support spring seat members I! to provide limited lateral movement of the seat members relative to the spring plank. Yielding pads M are adapted to absorb small lateral shocks and to damp lateral shocks of larger magnitude as described in the copending application of Harry M. Pflager, Serial No. 671,559, filed May 22, 1946, now U. S. Patent No. 2,538,380. dated January 16, 1951.

A spring unit I8 is mounted on spring seat member l1 and supports the adjacent end of a bolster 2| having a center plate 22 on which is mounted a vehicle body (not shown). Each spring unit includes a pair of longitudinally spaced coil springs l9 and three elliptic springs 20 extending between the coil springs'transversely of the truck. Coil springs I9 are seated on spring seat member I1 outwardly of the truck beyond the corresponding truck frame wheel piece 1 and equalizer 3. Transversely extending elliptic springs 20 are seated on a raised portion 23 of spring seat member I1 above equalizer 3. and below truck frame wheel piece 1. The center of the spring unit lies in a vertical line positioned longitudinally of the truck approximately midway between the axes of the coil springs and positioned laterally of the truck approximately midway between a longitudinally extending vertical plane passing through the axes of the coil springs and a plane parallel thereto passing through the axes of the elliptic springs. With this arrangement, the center a: (Figure -1) of the spring unit is located outwardly of the truck beyond the corresponding truck frame wheel piece and equalizer to provide maximum stability of the car body against transverse tilting. The center a: 01' the spring unit is located transversely of the truck as far as possible without having the outer ends of the elliptic springs extend beyond the road clearance line when the bolster swings laterally.

A longitudinally extending bolster anchor 24 at each side of the truck is attached at one end to the adjacent end of bolster 2I and at the other end to a bracket 25 rigid with and extending outwardly of truck frame wheel piece 1. The bolster anchors steady the bolster against longitudinal movements relative to the truck frame to prevent undue slapping or vibrating noises or resistance to free vertical movement of the bolster as described above.

In the embodiment shown in Figures 4, 5 and 6, pairs of swing hangers I09 are pivotally suspended at opposite sides of the truck from brackets 101a extending outwardly from wheel pieces I01. Each pair of hangers carries a cross bar III upon which is mounted a bearing II2 sup porting a seat member 211 inclined to the horizontal and mounting a yieldable pad 4 of alternate layers of rubber I I5 and steel I I6 bonded together. The pad supports the downwardly inclined end of a spring plank H3 as shown and described in copending application of Edmund S. Beckette and James C. Travilla, Jr., Serial No. 668,506, filed May 9, 1946.

The pad mounting of the spring plank absorbs the shocks due to small track irregularities without corresponding lateral movement of the car body or the application of undesirable shocks thereto.

Spring unit H0 is mounted near the end of spring plank H3 and comprises a pair of coil springs II9, positioned side by side longitudinally of the truck and outwardly of the truck beyond frame wheel piece I01 and equalizer- I03.

At each side of the truck, a longitudinally extending bolster anchor I24 between the bolster and the truck frame steadies the bolster against longitudinal movement relative to the truck frame. One end of anchor I24 is connected to of the brackets I01a and the other end is connected to a bracket I2Ia onthe end portion of bolster I2l.

In the embodiment shown in Figures 7, 8 and 9, pairs of swing hangers 209 are suspended at opposite sides of the truck from the outer side.

of frame wheel piece 201 by pins 2I0. Each pair of hangers carries a cross bar 2 on whichis mounted a bearing 202 supporting a spring plank 2I3. A spring unit 2I8 is mounted near the end of the spring plank and supports the adjacent end of a bolster 22 I. The spring unit comprises a pair of coil springs 2I9, positioned side by side longitudinally of the truck and outwardly of the truck beyond the corresponding truck frame wheel piece 201 and equalizer 203, and a longitudinally extending .elli'ptic spring 220, positioned inwardly of and adjacent the coil springs and above equalizer 203 and below truck frame wheel piece 201. The center 2 (Figure 'I) of the spring unit is located outwardly of the truck beyond frame wheel piece 201 and equalizer 203 as in the embodiments previously described.

Longitudinally extending bolster anchors 224 be tween the bolster and the truck frame steady the bolster against longitudinal movement relative to the truck frame.

In all the embodiments described, the bolster is supported near its ends by a highly flexible spring unit in which the spring rebound is controlled by the elliptic springs withoutthe use of snubbers or shock absorbers. Snubbing action is determined by the load carried by the elliptic springs and by the total area of those portions of the surfaces of the leaves in sliding contact.-

The greater the load carried by the elliptic springs, the more pronounced .the snubbing action. The bolster anchors between the bolster and truck frame prevent the bolster from moving longitudinally relative to the truck frame sufficiently to strike. the truck frame transoms and interfere with the free vertical action of the bolster.

The details of the construction may be varied 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 including wheel and axle and journal box assemblies, longitudinally extending equalizers supported thereon, a truck frame spring-supported fromsaid equalizers, swing hangers pivotally suspended from said frame, and a spring plank supported from said hangers, bolster supporting spring units each including coil springs and an elliptic spring, said spring units being positioned near the ends of and being supported by said spring plank, said coil springs in each unit being spaced longitudinally of the truck and being located outwardly of the truck beyond the corresponding equalizer,

and said elliptic spring in each unit extending transversely of the truck between said coil springs with its seat positioned inwardly of the truck relative to the coil springs, the center of each spring unit being spaced from the longitudinal center line of the truck at least as far as the associated equalizer, and-a bolster yieldingly supported by said spring units.

2. In a railway truck including wheeled axle and journal box assemblies, longitudinaly extending equalizers supported thereon, a truck frame spring-supported from said equalizers,

an outwardly extending projection I01b on one 76 w s hangers ivo a y suspended m sai frame, and a spring plank supported from said hangers; bolster supporting spring units each including coil springs and an elliptic spring, said spring units being positioned near the end of and being supported by said spring plank, said coil springs in each unit being positioned side by side longitudinally of the truck and being located outwardly of the truck beyond the corresponding equalizer, and said elliptic spring in each unit extending longitudinally of the truck and being positioned outwardly of the truck beyond said coil springs with its seat so positioned that the center of each spring unit is spaced from the longitudinal center line of the truck at least as far as the associated equalizer, and a bolster yieldingly supported by said spring units.

3. In a railway truck including wheeled axle and journal box assemblies, longitudinally extending equalizers supported thereon, a truck frame spring-supported from said equalizers, swing hingers pivotally suspended from said frame, and a spring plank supported from said hangers; bolster supporting spring units each including coil springs and an elliptic spring, said spring units being positioned near the ends of and being supported by said spring plank, said coil springs in each unit being positioned side by side longitudinally of the truck and being located outwardly of the truck beyond the corresponding equalizer, and said elliptic spring in each unit extending longitudinally of the truck and being positioned inwardly of the truck from said coil springs with its seat so positioned that the center of each spring unit is spaced from the longitudinal center line of the truck at least as far as the associated equalizer, and a bolster yieldingly supported by said spring units.

4. In a railway truck, wheel and axle assemblies, journal boxes on said assemblies positioned outwardly of the wheels, equalizers between journalboxes at the same side of the truck, a truck frame having wheel pieces supported from the equalizers and positioned outwardly of the wheels, pairs of swing hangers pivotally suspended from the 'outer' sides of the wheel pieces, a spring plank supported from the hangers, a bolstersupporting spring unit at each end of the spring plank positioned between the corresponding swing hangers, each spring unit comprising leaf and coil springs with their respective seats spaced apart a substantial distance transversely of the truck and positioned at least as far from the longitudinal center line of the truck as the corresponding equalizer. v

5. A truck as described in claim 4 which includes a flat rubber pad between said seats and the spring plank and adapted to yield in shear under lateral forces applied to the structure and insuiilcient to swing said hangers on their pivots.

6. A railway truck as described in claim 4 which includes an anchor device extending longitudinally of the truck with connections at its ends to the bolster and truck frame respectively to steady the bolster against movement longitudinally of the truck relative to the truck frame,

said connections accommodating movement of the bolster laterally and vertically relative to the truck frame.

7. In a railway truck, wheel and axle assemlies, Journal boxes on said assemblies positioned outwardly of the wheels, equalizers between journal boxes at the same side of the truck, a truck frame having wheel pieces supported from said equalizers, swing hangers pivotally suspended from the outer sides of said wheel pieces, a spring plank supported from said hangers, a bolster-supporting spring unit at each side of the truck, each spring unit with its center at least as far from the longitudinal center line of the truck as the corresponding equalizer, each unit including a coil spring assembly and an elliptic spring assembly. each spring assembly having an individual seat on the spring plank positioned different distances from and at least as far from said center line as the corresponding equalizer.

8. In a railway truck, wheel and axle assemblies, journal boxes on said assemblies positioned outwardly of the wheels, equalizers between journal boxes at the same side of the truck, a truck frame having wheel pieces. supported from said equalizers, swing hangers pivotally suspended from the outer sides of said wheel pieces, a spring plank supported from said hangers, a bolstersupporting spring unit at each side of the truck, each spring unit including a coil spring assembly and an ellipitic spring assembly, one spring assembly having a seat on the spring plank positioned at least as far from the longitudinal center line of the truck as the corresponding equalizer, and the associated spring assembly having a seat on the spring plank positioned a substantially greater distance from said center line than the first mentioned seat.

9. In a railway truck, wheel and axle assemblies, journal boxes on said assemblies positioned outwardly of the wheels, equalizers between journal boxes at the same side of the truck, a truck frame having wheel pieces supported from said equalizers, swing hangers pivotally suspended from the outer sides of said wheel pieces, a spring plank supported from said hangers, a bolstersupporting spring unit at each side of the truck, each spring unit including a coil spring assembly and an elliptic spring assembly, the elliptic spring assembly having a seat on said spring plank positioned at least as far from the longitudinal center line of the truck as the corresponding equalizer, and the associated coil spring assembly being seated on said spring plank a greater distance from said center line than said leaf spring assembly seat.

WILLIAM H. MEYER.

REFERENCES crrEn The following references are of record in the file of this patent:

UNITED STATES PATENTS OTHER REFERENCES Fig. 153 oil-Springs: A Miscellany, vol. I, T. H. Sanders; the Locomotive Publishing 00., Ltd, London, Eng; a copy of this book resides in Div. 34 of the Patent Office, and photostats may be obtained therefrom.