US2700346A - Bolster control means - Google Patents

Bolster control means Download PDF

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US2700346A
US2700346A US170755A US17075550A US2700346A US 2700346 A US2700346 A US 2700346A US 170755 A US170755 A US 170755A US 17075550 A US17075550 A US 17075550A US 2700346 A US2700346 A US 2700346A
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bolster
spring
rubber
rockers
side walls
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US170755A
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William T Rossell
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Transit Research Corp
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Transit Research Corp
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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
    • B61F5/08Bolster supports or mountings incorporating rubber springs

Definitions

  • This invention relates to rail trucks and more particularly to means for supporting and for snubblng the bolster thereof in the interests of improving the quietness and riding quality of the car body supported thereby.
  • a bolster is provided on a truck in order to permit motions of the body relative to the frame and axles of the truck. It has lateral swinging movements which, in ideal form, should be free when the bolster is at or near its center or static position to avoid the transmission of many small vibrations to the body; it should offer resistance to swinging movements proportionate to the amount of such movement so that the movement in one direction terminates without shock; and there should be only enough energy left in the supporting means at the end of a swinging movement to return the'bolster to center position so that the swinging movement dies out promptly.
  • the first object of this invention is to provide spring means for supporting each end of the bolster and which will serve as the main springsfor all vertical movements of the car body with respect to the truck wheels, and to so arrange and support these springing means that their reaction to bolster swinging movements will bear no relation to the vertical reactions but may be adjusted entirely independently thereof.
  • this object entails the provision of means for stiffening the action of the springs under progressively increasing lateral deflection together with means for elevating the out-swinging end of the bolster against gravity in the manner of swing links.
  • Another specific object of the invention is to provide means for pivoting the spring assemblies so that they will tilt or rock, thus deflecting the bolster from its normal faath of swinging against friction pads carried-by the truck rame.
  • a further object is to provide spring assemblies as above described which may be supplied and mounted in place on the truck as a unit.
  • Figure 1 is a top elevation of a rail'truck equipped with myinvention and having one end of the bolster broken away for explanatory purposes,
  • Figure 2 is a side elevation of the truck of Figure 1
  • Figure 3 is a vertical section taken along the line 3-3 of Figure 1, showing one form of bolster spring assembly,
  • Figure 4 is a view similar to Figure 3 showing a modified form of bolster spring assembly
  • Figure 5 is a top elevation of Figure 3
  • Figure 6 is a view similar to Figures 3 and 4 showing a further modified form of bolster spring assembly
  • Figure 7 is a top elevation of the bolster and spring assembly of Figure 6, and
  • Figure 8 is a view similar to Figure 7 showing a modified form of spring rockers.
  • the numeral 1 designates the wheels of a rail vehicle which support the axles 2.
  • the axles 2 reside in axle housings 3 which form the main cross-. members of the frame of the truck.
  • the side rails 4 connect the axle housings 3, each side rail 4 being rigidly connected at one end 5 to an axle housing 3 while its other end 6 is clamped about a rubber ring 7 encircling wheel may be depressed or elevated with respct to the other three wheels.
  • the truck thus far described forms no part of the invention and hence may be of any conventional or special type, the only requirement being that it have side rails or side frames of some type which may support bolster springs and friction snubbers.
  • the bolster 8 is supported on the side rails 4 by means of a spring assembly at each end thereof.
  • the spring assemblies are each composed of a mass of rubber 9 of essentially cylindrical exterior shape which may be hollowed out at 10 to permit of greater deflection.
  • a cap 11 fits over the top of the rubber 9 and a similarly shaped cap 11 fits over the lower end thereof.
  • Each cap is in the shape of a cup with a low side wall 12 extending upwardly from a major portion of the base and a higher side wall 13 extending throughout the remaining portion of the periphery of the base.
  • the side walls 13 each extend for a height such that they cover at least half the height of the rubber spring 9, and, preferably, slightly more than one half.
  • a rocker 17 is fixed on the base of each cup 11, outwardly thereof, for contact with the bolster 8 and a side rail 4, respectively.
  • the rubber spring 9 is enlarged at each end 15 so that as the spring is loaded vertically it expands and fills the cup, generally to the lower side walls 12.
  • the spring 9 may also be enlarged at its midsection for contact by the side walls 13 of the cups 11 but since there will be some friction I prefer to use a replaceable belt 16 at the midportion of the spring 9.
  • brackets 18 which rise from the side rails 4 and which have pockets 20 to receive friction elements 19.
  • the side walls of the ends of the bolster 8 are flattened at 21, as best seen at the lower side of Figure 1, for contact with the elements 19, the brackets and elements being so spaced that there is but slight clearance between the side walls 21 and the elements 19.
  • the operation is as follows: as the bolster 8 swings it will cause the spring assemblies to rock on the rockers 17 thus causing the springs to tilt. The ends of the bolster will thus be deflected from their normal swinging path and will contact the friction elements 19. The force of the swinging bolster may thus be said to be broken into two components, one of which is in a direction longitudinally of the side rails. The greater the swing of the bolster,
  • the spring assembly illustrated in Figure 3 permits of a. wide. range. of engineering choice in its design.
  • the rockers 17 are illustrated as being set at an angle of about 45 with respect to the direction of swing. That may be altered. as experience and desired results show that other angularities are preferred.
  • the rockers may be, set parallel, 'top and bottom, or out ofparallel, and the extent to which the. long side walls 13 envelop the sprlngs 9. may be varied to vary the amount of stiffening accomplished.
  • the rockers. 17 at opposite sides of the truck are shown in Figure. 1 as When this is done the bolster rotates about its center. If the rockers are. all parallel then swinging of the bolster will. cause bodily fore. and aft displacement of the bolster with. respect. to the siderails. In the. first instance, the bolster will contact diagonallyopposite friction elements, where: as, in the second. case, it will contact friction elements on'the same side of the bolster.
  • Figure 4 illustrates a modified form of the spring. assembly of Figure 3 in that a coil spring 20 is. added.
  • the spring 27 contacts the bolster 8a directly thus enveloping the upper. spring cap 11a.
  • Thev lower end of this spring is supported by a plate 28 atop thesiderail 4a, the lower rocker 17a rocking on the. plate. 28 so that the spring 27 also envelops the lower spring cap 11a.
  • coil spring 27 the rubber spring 9a may be partially or entirely unloaded when the vehicle is unloaded and standing idle. This spring offers some resistance to swinging of the bolster otherwise the operation is essentially the same as described in connection with Figure 3.
  • Figures 6 and 7 illustrate a modification ofthe spring assembly of Figures 3 and 4 in which the rubber spring 9b and the spring caps 11b are essentially the same as the spring 9 andthe spring caps 11 of Figure 3.
  • the caps 11b are'fixedly secured to the plates 22 which extend outwardly beyond the base of the caps 11b to form upper and lower seatsfor. the coil spring 200.
  • the plates 22 are each provided with two half rockers 23 and 24 which radiate from the center of the plate 22.
  • a bolster spring assembly for supporting each end of a truck bolster comprising a mass of rubber and a spring cap overlying at least one end thereof, said rubber being adapted to resist vertical loading by the bolster largely by compression and to resist lateral deflections largely by shear and bending, said spring cap being composed ofa base and side walls extending from the periphery of said base along the length of said spring, said side walls, having greater height over a portion of the base than over the remainder thereof, said rubber when in static position having clearance with said side walls, said side walls of greater height contacting said rubber when said rubber is deflected laterally in one direction but notwhen the rubber is deflected in the oppositedirection thereby changing thecharacteristics of said rubber spring under lateral swinging movements of the bolster dependent upon 'its'direction ofswinging, said spring cap having a rocker secured thereto separating said cap from its supporting surface, said rocker being angularly disposedv with respect to the direction of the forces which impose lateral loading on said rubber
  • a bolster spring assembly for supporting each end of arail truck bolster comprising a mass of rubber and a spring cap overlying each end of said rubber, said rubber being of generally cylindrical form adapted to resist vertical loading largely by compression, said spring caps each having high side walls extending alongside less than of the periphery of said rubber, the high side walls ofone ofsaid caps being diametrically opposite the high side walls of the other of said caps, said rubber when deflected in one direction resisting largely by a combination of shear and.
  • both of said caps having rockers outwardly thereon separating said caps from their supporting and supported surfaces, said-rockers being deposed at an angle with respect to the direction of the lateral forces on said spring assembly whereby the bolster is deflected from its normal path of swinging movements.
  • a bolster spring assembly for supporting each end of a rail truck bolster comprising a mass of rubber and a spring cap overlying each end of said rubber, said rubber being of generally cylindrical form adapted to resist vertical loading largely by compression, said spring caps each having high side walls extending alongside less than 180 of the periphery of said rubber, the high side walls of one of said caps being diametrically opposite the high side walls of the other of said caps, said rubber when deflected in one direction resisting largely by a combination of shear and bending and when deflected in the opposite direction contacting said high side walls thereby resisting lateral deflection by a combination of compression, shear and bending, both of said caps having pairs of rockers outwardly thereon, said pairs of rockers each being composed of two non-parallel rockers extending partially across the base of each of said caps, said rockers being so arranged with respect to the direction of the lateral deflecting forces imposed on said spring assembly that said caps rock on one rocker of each pair when the force is in one
  • a bolster spring assembly for supporting each end of a rail truck bolster comprising a mass of rubber and a spring cap overlying each end of said rubber, said rubber being of generally cylindrical form adapted to resist vertical loading largely by compression, said spring caps each having high side walls extending alongside less than 180 of the periphery of said rubber, the high side walls of one of said caps being diametrically opposite the high side walls of the other of said caps, said rubber when deflected in one direction resisting largely by a combination of shear and bending and when deflected in the opposite direction contacting said high side walls thereby resisting lateral deflection by a combination of compression, shear and bending, both of said caps having pairs of rockers outwardly thereon, said pairs of rockers each being two non-parallel rockers which meet at a point off the center of the base of their cap, said rockers being so positioned with respect to the direction of the lateral deflecting forces imposed on said spring assembly that said caps rock on one rocker of each pair when the force is
  • a truck frame comprising side rails and cross members, spring assemblies supporting each end of said bolster from said side rails, each of said assemblies comprising a rubber spring of generally cylindrical shape having a spring cap on each end thereof, said spring caps each having high side walls arising from a portion of their periphery not to exceed 180, the side walls of said caps being oppositely arranged with respect to said spring and so arranged with respect to said bolster that when said bolster swings laterally of the truck the spring at the end of the bolster leading the swing contacts said side walls thereby stiffening that spring against increased swinging of said bolster, said spring caps having rockers outwardly thereof for contact with said bolster and said side rails respectively, said rockers being angularly disposed with respect to the center line of said bolster whereby said spring assemblies tilt during swinging of said bolster to deflect said bolster out of its normal path of swing, and friction pads carried by each of said cross members for frictional contact with said bolster when said spring assemblies tilt.

Description

Jan. 25, 1955 w. T. ROSSELL 2,700,346
BOLSTER CONTROL MEANS Filed June 28, 1950 3 Sheets-Sheet l 11v ENTOR. /7 4L/4M 7/: 55274 BY ATTORNEY 1955 w. T. ROSSELL BOLSTER CONTROL MEANS 5 Sheets-Sheet 2 Filed June 28, 1950 u IIIII: Ill-ll I INVENTOR.
ATTOR/Vfy Jan. 25, 1955 w. T. ROSSELL BOLSTER CONTROL MEANS 3 Sheets-Sheet 3 Ira-3*- Filed June 28, 1950 3 lullllllllflIl/IIIIIIII IN VEN TOR.
ATTORNEY United States Patent 2,700,346 BOLSTER CONTROL MEANS William T. Rossell, New York, N. Y., assignor to Transit Research Corporation, New York, N. Y., a corporation of New York Application June 28, 1950, Serial No. 170,755
Claims. Cl. 105-197.2
This invention relates to rail trucks and more particularly to means for supporting and for snubblng the bolster thereof in the interests of improving the quietness and riding quality of the car body supported thereby.
A bolster is provided on a truck in order to permit motions of the body relative to the frame and axles of the truck. It has lateral swinging movements which, in ideal form, should be free when the bolster is at or near its center or static position to avoid the transmission of many small vibrations to the body; it should offer resistance to swinging movements proportionate to the amount of such movement so that the movement in one direction terminates without shock; and there should be only enough energy left in the supporting means at the end of a swinging movement to return the'bolster to center position so that the swinging movement dies out promptly.
With the above requirements in mind it will be apparent that neither a simple form of swing links nor bolster supporting springs will give adequate control to the movements of the bolster. In recognition of this fact, hydraulic shock absorbers and various types of snubbing arrangements have been employed but the results have always been imperfect either because of inability to maintain initial adjustments, or because the devices were inadequate to make the necessary corrections of bolster operation throughout the operating ranges encountered.
The first object of this invention is to provide spring means for supporting each end of the bolster and which will serve as the main springsfor all vertical movements of the car body with respect to the truck wheels, and to so arrange and support these springing means that their reaction to bolster swinging movements will bear no relation to the vertical reactions but may be adjusted entirely independently thereof.
It is then the principal object to provide bolster springing and control means which will offer minimum resistance 1 to swinging of the bolster at or near its central or static position, which will offer increasing frictional resistance to increasing swinging movement, and which will impart small energy to the bolster at the end of its swing in the return direction.
More specifically it is anobject of this invention to provide spring assemblies for supporting each end of the bolster, these assemblies being capable of offering increasing resistance to increasing swinging movement of the bolster. As will be hereinafter explained this object entails the provision of means for stiffening the action of the springs under progressively increasing lateral deflection together with means for elevating the out-swinging end of the bolster against gravity in the manner of swing links. 7
. Another specific object of the invention is to provide means for pivoting the spring assemblies so that they will tilt or rock, thus deflecting the bolster from its normal faath of swinging against friction pads carried-by the truck rame.
A further object is to provide spring assemblies as above described which may be supplied and mounted in place on the truck as a unit.
Other objects and advantages will become hereinafter more fully apparent as reference is had to the accompanying drawings wherein my invention is illustrated and in which Figure 1 is a top elevation of a rail'truck equipped with myinvention and having one end of the bolster broken away for explanatory purposes,
Figure 2 is a side elevation of the truck of Figure 1,
Figure 3 is a vertical section taken along the line 3-3 of Figure 1, showing one form of bolster spring assembly,
Figure 4 is a view similar to Figure 3 showing a modified form of bolster spring assembly,
Figure 5 is a top elevation of Figure 3,
Figure 6 is a view similar to Figures 3 and 4 showing a further modified form of bolster spring assembly,
Figure 7 is a top elevation of the bolster and spring assembly of Figure 6, and
Figure 8 is a view similar to Figure 7 showing a modified form of spring rockers.
More particularly the numeral 1 designates the wheels of a rail vehicle which support the axles 2. The axles 2 reside in axle housings 3 which form the main cross-. members of the frame of the truck. The side rails 4 connect the axle housings 3, each side rail 4 being rigidly connected at one end 5 to an axle housing 3 while its other end 6 is clamped about a rubber ring 7 encircling wheel may be depressed or elevated with respct to the other three wheels.
The truck thus far described forms no part of the invention and hence may be of any conventional or special type, the only requirement being that it have side rails or side frames of some type which may support bolster springs and friction snubbers.
The bolster 8 is supported on the side rails 4 by means of a spring assembly at each end thereof. As illustrated in Figure 3 the spring assemblies are each composed of a mass of rubber 9 of essentially cylindrical exterior shape which may be hollowed out at 10 to permit of greater deflection. A cap 11 fits over the top of the rubber 9 and a similarly shaped cap 11 fits over the lower end thereof. Each cap is in the shape of a cup with a low side wall 12 extending upwardly from a major portion of the base and a higher side wall 13 extending throughout the remaining portion of the periphery of the base. The side walls 13 each extend for a height such that they cover at least half the height of the rubber spring 9, and, preferably, slightly more than one half. A rocker 17 is fixed on the base of each cup 11, outwardly thereof, for contact with the bolster 8 and a side rail 4, respectively.
The rubber spring 9 is enlarged at each end 15 so that as the spring is loaded vertically it expands and fills the cup, generally to the lower side walls 12. The spring 9 may also be enlarged at its midsection for contact by the side walls 13 of the cups 11 but since there will be some friction I prefer to use a replaceable belt 16 at the midportion of the spring 9.
In order to limit the movement of the bolster longitudinally of the side rails 4 I provide heavy brackets 18 which rise from the side rails 4 and which have pockets 20 to receive friction elements 19. The side walls of the ends of the bolster 8 are flattened at 21, as best seen at the lower side of Figure 1, for contact with the elements 19, the brackets and elements being so spaced that there is but slight clearance between the side walls 21 and the elements 19. Thus, if the truck frame is under acceleration or deceleration with respect to the bolster, while the bolster is swinging, there will be friction damping or snubbing bythe rubbing of the surfaces 21 against the elements 19. If the surfaces 21 are set with very slight clearance, or with no clearance, with respect to the elements 19, then slight relative acceleration or deceleration will result in snubbing but as the elements 19 wear in operation the clearance gradually increases and the resultant snubbing action would decrease if the springing means were merely coiled sprmgs.
The operation is as follows: as the bolster 8 swings it will cause the spring assemblies to rock on the rockers 17 thus causing the springs to tilt. The ends of the bolster will thus be deflected from their normal swinging path and will contact the friction elements 19. The force of the swinging bolster may thus be said to be broken into two components, one of which is in a direction longitudinally of the side rails. The greater the swing of the bolster,
forming an acute angle with each other.
the greater will be the tilting'of' the spring assemblies and, hence, the. greater the. longitudinal component of the force which causes frictional contact of the bolster and snubbers. Furthermore, it may be noted that it is conventional. to. provide stops 29- which limit the swinging movement of a bolster but it seems self-evident that improvement in riding quality will result if the springs themselves gradually but rapidly increase their resistance to swinging of the bolster. Increased resistance in this invention is provided by the side Walls 13 of the cups 11. Assume that the. bolster 8 of Figure 3 swings to the right. The side walls 13 then resist deflecting movement of the spring 9 because the rubber 9 is placed under compression. And as a further feature, the rubber 9, being squeezed between the side Walls 13 will tend to elevate the body against gravity thus adding resistance to swinging of the bolster in the same manner as does a swing link.
Now, if the end of the bolster illustrated in Figure 3 1s swung to the left from the position shown in Figure 3, the side walls 13 swing away from the rubber thus allowmg greater softness of action of the spring 9 on the side ofthe bolster awayfrom the direction of swing.
It will thus be seen that swinging of the bolster results in a displacement ofthe ends of the bolster so that they will contact the friction elements 19, the pressure of the contact increasing with increasing swinging of the bolster. And it is also seen that the supporting spring 9 stiffens at the. side of the truck towards which swinging occurs, in such manner that the stiffening effect increases with increasing swinging of the bolster. And, furthermore, that the stiffening of the spring at one end of the bolster without a corresponding stiffening of the spring at the other end causes a slight tilting of the bolster which may be called banking the bolster so that an occupant of thecar body supported by the bolster will be less aware of the swinging movement.
The spring assembly illustrated in Figure 3 permits of a. wide. range. of engineering choice in its design. The rockers 17 are illustrated as being set at an angle of about 45 with respect to the direction of swing. That may be altered. as experience and desired results show that other angularities are preferred. The rockers may be, set parallel, 'top and bottom, or out ofparallel, and the extent to which the. long side walls 13 envelop the sprlngs 9. may be varied to vary the amount of stiffening accomplished.
In addition to. the above variations, the rockers. 17 at opposite sides of the truck are shown in Figure. 1 as When this is done the bolster rotates about its center. If the rockers are. all parallel then swinging of the bolster will. cause bodily fore. and aft displacement of the bolster with. respect. to the siderails. In the. first instance, the bolster will contact diagonallyopposite friction elements, where: as, in the second. case, it will contact friction elements on'the same side of the bolster.
Figure 4 illustrates a modified form of the spring. assembly of Figure 3 in that a coil spring 20 is. added. The spring 27 contacts the bolster 8a directly thus enveloping the upper. spring cap 11a. Thev lower end of this spring is supported by a plate 28 atop thesiderail 4a, the lower rocker 17a rocking on the. plate. 28 so that the spring 27 also envelops the lower spring cap 11a. By addition of this. coil spring 27 the rubber spring 9a may be partially or entirely unloaded when the vehicle is unloaded and standing idle. This spring offers some resistance to swinging of the bolster otherwise the operation is essentially the same as described in connection with Figure 3.
Figures 6 and 7 illustrate a modification ofthe spring assembly of Figures 3 and 4 in which the rubber spring 9b and the spring caps 11b are essentially the same as the spring 9 andthe spring caps 11 of Figure 3. The caps 11b are'fixedly secured to the plates 22 which extend outwardly beyond the base of the caps 11b to form upper and lower seatsfor. the coil spring 200. The plates 22 are each provided with two half rockers 23 and 24 which radiate from the center of the plate 22.
In operation, when the bolster 8b swings to the right, Figures. 6. and 7, the springs 91) and the springs 2.7a deflect until the cap side walls 13b contact the rub bersprings 9b whereupon the springs 9b at the right end of the. bolster stiifen. The spring assemblies willrock on, theleft rockers 23 at the right end of the bolster and on. the same rockers.23,at the. left end of the bolster thus deflecting the bolster, toward'friction pads on the sameside of the bolster (away from the bottom of the page asviewed in Figure 7-). When the bolster 8b then swingsto the left, as it crosses its center position, the right end of the bolster will rock on the rockers 24 and the left end will do likewise thus keeping the pressure against the same friction elements. Again, it is to be noted that I contemplate that the rockers 23. and 24 of the top plate 22 are parall l, respectively, with rockers 23 and 24 of the lower plate 22 but this need not be so, in fact, only one set of rockers 23. and 24 may be used as preferences in operating characteristics'and evaluation of riding quality of a vehicle become matters of opinion in actual practice. Also, it will be noted in Figures 6 and 7 that the coil spring 27a. rocks with the rubber spring 917 Whereas in Figure 4 the coil spring 20 does not rock. This, again, is a matter of choice, they resistance of the springs laterally being designed and computed to provide a combined resistance as may be desired.
In Figure 8 the spring assembly is exactly the same as in Figures 6 and 7 with the exception that the rockers 25 and 26, corresponding to the rockers 23 and 24, do not meet at the center 0 of their respective spring caps: 22a but at some point off-center, as illustrated. The effect of this is that when the bolster 8c swings to the right the rubber springs and the coil springs will deflect. as previously described, and the plates 22:: at the right end of the bolster will rock on the rockers 25 while the plates 22a at the left end of the bolster will also rock on the rockers 25. Since the rockers 25 do not pass through the center of the plate 22a there will be a slight lifting of the right end of the bolster with a corresponding slight depression of the left end of the bolster, by reason of the greater softness of the rubber spring at the left end, thus simulating the effect of elevating the out-swinging side of the vehicle body carried by the bolster as is done by swing links. As the bolster reverses its direction of swinging and as it passes through its center position the right end of the bolster will cause the plates 22a to rock on therockers 26 and the left end to rock on their rockers 26 also.
Various changes may be made and various combinations, of the features illustrated may be arranged to accommodate the invention to various types of service. and I therefore desire to be extended protection as defined by the scope of the appended claims.
I claim:
1. A bolster spring assembly for supporting each end of a truck bolster comprising a mass of rubber and a spring cap overlying at least one end thereof, said rubber being adapted to resist vertical loading by the bolster largely by compression and to resist lateral deflections largely by shear and bending, said spring cap being composed ofa base and side walls extending from the periphery of said base along the length of said spring, said side walls, having greater height over a portion of the base than over the remainder thereof, said rubber when in static position having clearance with said side walls, said side walls of greater height contacting said rubber when said rubber is deflected laterally in one direction but notwhen the rubber is deflected in the oppositedirection thereby changing thecharacteristics of said rubber spring under lateral swinging movements of the bolster dependent upon 'its'direction ofswinging, said spring cap having a rocker secured thereto separating said cap from its supporting surface, said rocker being angularly disposedv with respect to the direction of the forces which impose lateral loading on said rubber whereby said rubber and said cap are caused to rock at an angle with respect tov the.
direction of swing of the bolster.
2. A bolster spring assembly for supporting each end of arail truck bolster comprising a mass of rubber and a spring cap overlying each end of said rubber, said rubber being of generally cylindrical form adapted to resist vertical loading largely by compression, said spring caps each having high side walls extending alongside less than of the periphery of said rubber, the high side walls ofone ofsaid caps being diametrically opposite the high side walls of the other of said caps, said rubber when deflected in one direction resisting largely by a combination of shear and. bending and when deflected inthe opposite direction contacting said high side walls thereby resisting lateral deflection by a combination of compression, shear and "bending, both of said caps having rockers outwardly thereon separating said caps from their supporting and supported surfaces, said-rockers being deposed at an angle with respect to the direction of the lateral forces on said spring assembly whereby the bolster is deflected from its normal path of swinging movements.
3. A bolster spring assembly for supporting each end of a rail truck bolster comprising a mass of rubber and a spring cap overlying each end of said rubber, said rubber being of generally cylindrical form adapted to resist vertical loading largely by compression, said spring caps each having high side walls extending alongside less than 180 of the periphery of said rubber, the high side walls of one of said caps being diametrically opposite the high side walls of the other of said caps, said rubber when deflected in one direction resisting largely by a combination of shear and bending and when deflected in the opposite direction contacting said high side walls thereby resisting lateral deflection by a combination of compression, shear and bending, both of said caps having pairs of rockers outwardly thereon, said pairs of rockers each being composed of two non-parallel rockers extending partially across the base of each of said caps, said rockers being so arranged with respect to the direction of the lateral deflecting forces imposed on said spring assembly that said caps rock on one rocker of each pair when the force is in one direction and on the other rockers of said pairs when the force is in the opposite direction.
4. A bolster spring assembly for supporting each end of a rail truck bolster comprising a mass of rubber and a spring cap overlying each end of said rubber, said rubber being of generally cylindrical form adapted to resist vertical loading largely by compression, said spring caps each having high side walls extending alongside less than 180 of the periphery of said rubber, the high side walls of one of said caps being diametrically opposite the high side walls of the other of said caps, said rubber when deflected in one direction resisting largely by a combination of shear and bending and when deflected in the opposite direction contacting said high side walls thereby resisting lateral deflection by a combination of compression, shear and bending, both of said caps having pairs of rockers outwardly thereon, said pairs of rockers each being two non-parallel rockers which meet at a point off the center of the base of their cap, said rockers being so positioned with respect to the direction of the lateral deflecting forces imposed on said spring assembly that said caps rock on one rocker of each pair when the force is in one direction and on the other rocker of each of said pairs when the force is in the opposite direction.
5. In a rail truck, a truck frame comprising side rails and cross members, spring assemblies supporting each end of said bolster from said side rails, each of said assemblies comprising a rubber spring of generally cylindrical shape having a spring cap on each end thereof, said spring caps each having high side walls arising from a portion of their periphery not to exceed 180, the side walls of said caps being oppositely arranged with respect to said spring and so arranged with respect to said bolster that when said bolster swings laterally of the truck the spring at the end of the bolster leading the swing contacts said side walls thereby stiffening that spring against increased swinging of said bolster, said spring caps having rockers outwardly thereof for contact with said bolster and said side rails respectively, said rockers being angularly disposed with respect to the center line of said bolster whereby said spring assemblies tilt during swinging of said bolster to deflect said bolster out of its normal path of swing, and friction pads carried by each of said cross members for frictional contact with said bolster when said spring assemblies tilt.
References Cited in the file of this patent UNITED STATES PATENTS 416,555 Black Dec. 3, 1889 578,305 Baines Mar. 2, 1897 1,936,389 Hallquist Nov. 21, 1933 2,015,025 Barrows Sept. 17, 1935 2,216,231 Dentler Oct. 1, 1940 2,406,199 Clasen Aug. 20, 1946 2,492,337 Travilla Dec. 27, 1949 2,524,914 Lehman Oct. 10, 1950 2,535,197 Dath Dec. 26, 1950 2,573,108 Piron Oct. 30, 1951 2,590,033 Piron Mar. 18, 1952 2,601,981 Lehrman July 1, 1952 FOREIGN PATENTS 487,468 Great Britain June 21, 1938
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Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2818676A (en) * 1952-10-20 1958-01-07 Jonker Frederick Spinning tops
US2878760A (en) * 1954-08-04 1959-03-24 Gen Motors Corp Railway vehicle truck
US2903976A (en) * 1953-07-14 1959-09-15 Transit Res Corp Bolster rolling and lateral control
DE1133748B (en) * 1957-07-30 1962-07-26 Krauss Maffei Ag Lateral support between the main frame and the frame of a cradle-free bogie of rail vehicles
DE1142625B (en) * 1955-11-22 1963-01-24 Metalastik Ltd Cradle suspension on a bogie for rail vehicles

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US416555A (en) * 1889-12-03 Running-gear
US578305A (en) * 1897-03-02 baines
US1936389A (en) * 1932-07-11 1933-11-21 Gen Steel Castings Corp Spring device
US2015025A (en) * 1931-12-21 1935-09-17 Symington Co Railway vehicle
GB487468A (en) * 1936-09-09 1938-06-21 Clemens August Voigt Springing, particularly for power vehicles
US2216231A (en) * 1937-12-08 1940-10-01 Miner Inc W H Shock absorber
US2406199A (en) * 1943-11-04 1946-08-20 American Steel Foundries Car truck
US2492337A (en) * 1947-11-19 1949-12-27 Gen Steel Castings Corp Railway truck with lateral motion
US2524914A (en) * 1948-07-13 1950-10-10 Miner Inc W H Friction shock absorbing mechanism
US2535197A (en) * 1946-11-14 1950-12-26 Miner Inc W H Shock absorbing mechanism for railway draft riggings
US2573108A (en) * 1947-07-03 1951-10-30 Transit Res Corp Rail truck suspension
US2590033A (en) * 1945-09-04 1952-03-18 Transit Res Corp Springs for rail trucks
US2601981A (en) * 1951-06-19 1952-07-01 American Steel Foundries Snubber

Patent Citations (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US416555A (en) * 1889-12-03 Running-gear
US578305A (en) * 1897-03-02 baines
US2015025A (en) * 1931-12-21 1935-09-17 Symington Co Railway vehicle
US1936389A (en) * 1932-07-11 1933-11-21 Gen Steel Castings Corp Spring device
GB487468A (en) * 1936-09-09 1938-06-21 Clemens August Voigt Springing, particularly for power vehicles
US2216231A (en) * 1937-12-08 1940-10-01 Miner Inc W H Shock absorber
US2406199A (en) * 1943-11-04 1946-08-20 American Steel Foundries Car truck
US2590033A (en) * 1945-09-04 1952-03-18 Transit Res Corp Springs for rail trucks
US2535197A (en) * 1946-11-14 1950-12-26 Miner Inc W H Shock absorbing mechanism for railway draft riggings
US2573108A (en) * 1947-07-03 1951-10-30 Transit Res Corp Rail truck suspension
US2492337A (en) * 1947-11-19 1949-12-27 Gen Steel Castings Corp Railway truck with lateral motion
US2524914A (en) * 1948-07-13 1950-10-10 Miner Inc W H Friction shock absorbing mechanism
US2601981A (en) * 1951-06-19 1952-07-01 American Steel Foundries Snubber

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2818676A (en) * 1952-10-20 1958-01-07 Jonker Frederick Spinning tops
US2903976A (en) * 1953-07-14 1959-09-15 Transit Res Corp Bolster rolling and lateral control
US2878760A (en) * 1954-08-04 1959-03-24 Gen Motors Corp Railway vehicle truck
DE1142625B (en) * 1955-11-22 1963-01-24 Metalastik Ltd Cradle suspension on a bogie for rail vehicles
DE1133748B (en) * 1957-07-30 1962-07-26 Krauss Maffei Ag Lateral support between the main frame and the frame of a cradle-free bogie of rail vehicles

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