US2721523A

US2721523A - Railway truck

Info

Publication number: US2721523A
Application number: US282004A
Authority: US
Inventors: Robert L Mcintosh; Arthur H Moorhead
Original assignee: LOCOMOTIVE FINISHED MATERIAL C
Current assignee: LOCOMOTIVE FINISHED MATERIAL C; LOCOMOTIVE FINISHED MATERIAL Co
Priority date: 1952-04-12
Filing date: 1952-04-12
Publication date: 1955-10-25
Anticipated expiration: 1972-10-25

Description

Oct. 25, 1955 R. l.. MclNTosH ErAL 2,721,523

RALwAY TRUCK Filed April l2, 1952 4 Sheets-Sheet l g j g I( @@4157 Oct 25, 1955 R. L MCINTosH ETAL RAILWAY TRUCK 4 Sheets-Sheet 2 Filed April l2, 1952 Oct. 25, 1955 R. L. MCINTOSH EVAL RAILWAY TRUCK 1/7 0 3 l A am wm r ih Z N H e vfc/ e r 0 m mf m I l I l l l I -i f M S 20u M 4 an .H kn y 1 QN llllll I NN MM W @NA 1 NWN l l l l Filed April 12, 1952 Oct. 25, 1955 R L, MOINTOSH ETAL RAILWAY TRUCK 4 Sheets-Sheet 4 Filed April 12, 1952 United States Patent RAILWAY TRUCK Application April 12, 1952, Serial No. 282,004

2 Claims. (Cl. 10S-197) The invention relates to railway car trucks.

One object of the invention is to provide an improved construction which dispenses with the usual bolster stabilizers, swing hangers, equalizers and spring planks.

Another object of the invention is to provide improved means for positioning the bolster relatively to the transom which dampens the vertical and lateral movements of the bolster relatively to the truck frame.

Another object of the invention is to provide a railway car truck, which is simple in construction, can be economically fabricated, has an adequate spring deiiection under load and has smooth riding characteristics.

Other objects will appear from the detailed description.

The invention consists in the several novel features hereinafter set forth and more particularly delined by claims at the conclusion hereof.

In the drawings:

Fig. l is a plan view of a railway car truck embodying the invention, the wheels, axles, and journal boxes being shown in dotted lines;

Fig. 2 is a side elevation;

Fig. 3 is a section taken on line 3 3 of Fig. 1; Fig. 4 is a section taken on line 4 4 of Fig. 1; Fig. 5 is a section taken on line 5 5 of Fig. 1; Fig. 6 is a section taken on line 6 6 of Fig. 1; Fig. 7 is a section taken on line 7 7 of Fig. 1; Fig. 7a is a section taken on line 7a 7' of Fig. 4;`

Fig. 8 is a plan of a portion of the truck frame; and Fig. 9 is a plan of a portion of the bolster.

The invention is exemplified in a railway car truck which is supported on the usual track wheels 12 and axles 13 which are mounted in journal boxes 14. A frame structure includes integral side frames generally designated 15 having longitudinal members 16 which are connected by transom or transverse members 17. The ends of the side frames 15 are provided with pedestals 18 in which the journal boxes 14 are slidably confined.

The truck frame is yieldingly supported on the journal boxes 14 through coil springs 19 each of which has its lower end seated in a liner 20 which is confined in a cup-shaped cap 21, which has a concave recess 22 which is slidably seated on a convex rib 23 on the top of a journal box 14. The upper end of each spring 19 is confined in a housing 24 at the top of the pedestal 18. This exempliiies a spring suspension for the truck frame which includes four coil springs over the journal boxes 14.

The longitudinal members 16 of the side frames are box-shaped in cross section, arcuate longitudinally between the pedestals 18 and are each provided with a pair of upwardly facing spring sockets 28, the centers of which are disposed outwardly of the vertical longitudinal plane intersecting the centers of the coil springs 19 between the pedestals and the journal boxes.

A bolster generally designated 30 on which the car body is pivotally supported, includes a transverse member 31 which overlies the space between the transom members 17 and an integral longitudinal member 32 at nlKCt each end of member v31. The end of each longitudinal member 32 of the bolster is provided with a seat 33, which is normally vertically coaxial with one of the sockets 28 on a side frame. Coil springs 36 are interposed between seats 37 in sockets 28 in the side frames 30 and seats 33, in the bolster respectively, for yieldingly supporting the bolster on the truck. The vertical axes of springs 36 are normally coaxial with the sockets 28 in the side frames and are disposed outward of the vertical plane intersecting the centers of the coil springs 19 which are supported on the journal boxes 14. This relative location of the axes of the coil springs between the bolster andthe frame and the axes of springs 19, between the side frame and the journal boxes 14, make it possible to dispense with equalizer bars and also contributes to the longitudinal and lateral stability of the bolster. The springs 36 carry the vertical and lateral load and the sides of sockets 28 in the side frames are liared upwardly and transversely of the truck as at 39 to permit limited transverse flexing of the springs 36, and this makes it possible to dispense with the usual swing hangers.

The transom members 17 are provided adjacent and inwardly of the longitudinal members 32 with upstanding walls 40 forming four pockets 41 in which an elastic pad 42 is confined and removably held by a pin 43. A metal plate 44 is vulcanized on the inner face of each pad 42 and has a plate 44a welded to it. A metal plate 45 slidably engages the inner face of each plate 44a and is welded to the outer face of the bolster. During relative vertical movement of the bolster and the frame structure, plates 45 will slide on plates 44.

The relative movement of the bolster and frame structure longitudinally of the car is limited and cushioned by elastic pads 42. The engagement of plates 44 and 45 retards vertical movement of the bolster relatively to the frame structure.

A vertical channelled seat 47 is formed on the inner face at the longitudinal center of each side member 16 and an elastic pad 48 is seated and removably held in each seat 47. A bracket 50 is provided adjacent each end of the bolster inwardly of the side members 16. Each bracket 50 depends below the bolster and is adapted to abut against the adjacent cushion block 48 after a predetermined relative transverse movement of the bolster and side frames for limiting the movement of the bolster transversely of the truck.

The elastic pads 42 and slidably abutting plates 44 and 45, and the depending brackets 50 and elastic pads 48 and abutment plates 44 and 45 make it possible to dispense with the usual stabilizing rods, and hydraulic vertical and horizontal snubbers. Hangers 51 for brake levers are integrally formed on the transom members.

The invention exemplilies a railway car truck which is simple in construction and can be economically fabricated. The construction is adapted for producing a large range of spring deiiection under load, without the usual equalizers, swing hangers and spring plank. The bolster is held in position by four rubber pads with hardened wear plates adjacent the four corners of the transom members and wear plates welded to the transoms which constantly bear on the plates on the pads.

The invention is not to be understood as restricted to the details set forth since these may be modified within the scope of the appended claims without departing from the spirit and scope of the invention.

Having thus described the invention, what we claim as new and desire to ksecure by Letters Patent is:

l. In a railway truck, the combination of a frame-structure, comprising: a pair of side-frames, each including integral pedestals at its ends, and a transom between and integral with and connecting the side-frames; journal boxes movablyvmounted in the pedestals; vertical coil springs between the journal boxes and the pedestals; a truck bolster including longitudinal members at its ends, overlying the side-frames, a rigid transverse member integral with and connecting said longitudinal members, and spring seats `on the ends of said longitudinal members; spring seats on the side-frames; and coil springs between the seats on the side-frames and the ends of the longitudinal members having vertical axes normally disposed laterally and outwardly of the vertical longitudinal plane intersecting the axes of the springs between the side-frames and the journal boxes. Y

2. In a railway truck, the combination of a frame structure, comprising: a pair ,ofl side-frames, each including integral pedestals at its ends, and a transom including a pair of transverse members between and rigidly connecting the side-frames; journal boxes movably mounted in the pedestals; vertical coil springs between the journal boxes and the pedestals; a truck bolster including longitudinal members at its ends, overlying the side-frames, a rigid transverse member integral with said longitudinal members, and spring seats on the side-frames; and coil springs between the seats on the side-frames and the 1ongitudinal members, and devices adjacent the sides and each end of the bolster, eachdevice including an upstanding socket on and eXtendingLabove one of the side-frames, an elastic pad secured in the socket having a metallic face-plate secured thereto, and a coacting metallic plate slidably engaging the plate on the pad for frictionally retarding relative vertical movement and cushioning relative horizontal movement between the transom and the 10 bolster.

References Cited in the file of this patent UNITED STATES PATENTS 15 1,131,884 Wilson Mar. 16, 1915 2,168,293 Kiesel Aug. 1, 1939 2,242,212 Hankins May 20, 1941 2,260,508 Chambers Oct. 28, 1941 2,598,870 Williams June 3, 1952 20 2,614,507 Eksergian Oct. 21, 1952 2,652,001 Travilla, Jr Sept. 15, 1953