US2730048A - Car truck - Google Patents

Description

M. K. COSKUN Jan. 10, 1956 CAR TRUCK 2 Sheets-Sheet l Filed June 12, 1952 INVENTOR. (ml/Ind @mag Mm M @ii/- Jan. l0, 1956 M. K. cosKUN 2,730,048

CAR TRUCK Filed June l2, 1952 2 Sheets-Sheet 2 IN V EN TOR.

CAR TRUCK Mehmet Kemal Coskun, Granite City, Ill., assignor to American Steel Foundries, Chicago, Ill., a corporation of New Jersey Application June 12, 1952, Serial No. 293,049 6 Claims. (Cl. 10S-190) The invention relates to a railway carjtruck and more particularly to a novel means of suspension for a bolster associated therewith.

It is a primary object of the invention to utilize the resilient deformable characteristics of a torsion spring unit to fiexibly mount a bolster on a railway car truck.

It is another general object of the invention to provide a novel bolster supporting linkage arrangement offering said bolster flexible, well balanced suspension from the side frames of a railway car truck. j

It is a more specific object of the invention to provide swing hangers to suspend a bolster from the opposite sides of the railway car truck and thereby afford lateral fiexibility for said bolster.

A still more specific object of the invention is to provide self-aligning bearing supports for the mentioned swing hangers.

Other objects of the invention will become apparent in the course of the following description and from an examination of the associated drawings, wherein corresponding numerals are used to designate identical parts throughout the figures. In the drawings: t

Figure l is a side elevational `view of a railway car truck embodying the invention;

Figure 2 is a fragmentary plan view of a portion of the railway car truck embodying my invention;

Figure 3 is a fragmentary front elevational view, partly in section, of the embodiment of Figure l;

Figure 4 is a side elevational view of an alternate embodiment of the invention;

Figure 5 is a fragmentary plan view of the embodiment of Figure 4; and

Figure 6 is a fragmentary front elevational view, partly in section, of the embodiment of Figure 4.

It is to be noted that the drawings illustrate one-half of a railway car truck only, consequently reference is herein made only to that portion illustrated, it being understood that the structure shown and described is duplicated in the other portion of said truck.

Describing the preferred embodiment of the invention in detail and having reference to Figures 1 to 3, wherein the side frame, generally designated 2, is of conventional construction, being composed of a tensionmember 4 and compression member 6 merging at respective ends thereof to integrally form journal boxes 8, in which are conventionally journalled the axle of the associated wheel and axle assembly 11. Tie bars 9 aredisposed transversely of the truck intermediate the side frames and offer means to rigidly interconnect said frames. Spaced vertical columns 10, 10 define an opening 12 centrally of the side frame 2. A bolster, generally designated 14, may be disposed transversely of the truck having its end adjacent the oepning 12 of the side frame.

The bolster 14 provides at 16` for a conventional method of connection to a related `car body. Adjacent the end of the bolster and centrally thereon, a vertically disposed recess or cut out 17 `is formedand comprises an opening directed downwardly and outwardly from the 2,730,048 Patented Jan. 10, 1956 end of the bolster. A pair of axially aligned holes or apertures 18, 18, are formed in the bolster end and directed transversely thereof in such a manner as to` communicate with the recess 17. Substantially flat surfaces 20, 20 are presented on the respective sides of the bolster in the area immediately adjacent the holes 18, 18.

It is to be noted that the end 22 may be demountably secured to the bolster 14 and may be removed to permit easy assembly and disassembly of the torsion spring unit generally designated 24.

The torsional spring unit 24 consists of the torsion bar or torsion spring 26 extending transversely of the bolster and disposed within the holes `18, 18 on the end thereof. The crank arm 28 is movably received within the recess 17 andis disposed to surround and rigidly connect to the mid portion 27 of the torsion bar 26? by any suitable means, such as a key (not shown). On each side of the bolster end 22 the protruding end of the torsion bar 26 is sleeved within the related tubular torsion housing 32. A flange 33 on each housing 32 is disposed to abut the related surface 20 of the bolster end 22 and rigid connection to the bolster may be provided by any suitable means, such as bolts or the press-fitted dowel pins shown at 30. Adjacent each outboard end of the torsion bar 26, the outer surface of the bar 26 andthe inner surface of the related housing 32 converge to engage and provision is made for rigid connection therebetween such as by spline or other suitable means. The torsion bar illustrated in the preferred embodiment of the invention is of circular cross section, however other cross sectional forms would equally well suit the function of the invention.

Within each vertical column 10 of the side frame 2, a ledge 36 is presented intermediate the walls 34, 34 and integrally formed therewith. The top face of each ledge 36 defines an arcuate concave bearing surface 38 disposed to face inboardly of the side frame and form, with the like bearing surface 38 of the opposite column 10, a cuplike mounting which offers slidable cradled support for the selft-aligning bearing assemblies indicated generally at 40, 40.

The self-aligning bearing assemblies 401, 40 comprise a pair of lower blocks 42, 42 each having an arcuately formed convex bottom surface in complementary slidable engagement with the associated bearing surface 38 of the related column 10. A cap 44 is preferably lixedly secured to the top surface of each block 42 as by pressfitted dowel pins, shown at 46. Each cap and block assembly defines the journal or bearing 48, the function of which is hereinafter more fully described. A rigid connection is provided between the cap and block assembly of each column by the plate 50, which, as illustrated, may be integrally formed with the bearing caps 44, 44 and disposed within the opening 12 of the side frame 2.

Swing hangers 52, 52 are movably suspended Within the side frame opening 12 by means of the pivotal connection between the associated bearing portion 53 of each hanger and the journal 4S of the cap and block assembly 40. The crank arm 28 extends outboardly of the bolter 14 and intermediate the lower ends of the swing hangers 52, S2. The swing hangers 52, 52 and the crank arm 28 present axially aligned holes 54, S4 and :'56, respectively, through which is positioned the pivotal pin 5S thus affording a rigid swing hanger assembly with the crank arm pivotally connected thereto. The swing hanger assembly enables the crank arm 28 to have a floating pivotal connection with the side frame 2.

Referring now to Figures 4 through 6, wherein another embodiment of the invention is illustrated. Spaced vertical columns 10, 10 again define opening 12 in the side frame 2. Longitudinally of the frame, the respective sides of the opening 12 are defined by transverse walls 60, 60 formed integral with the related column. In adassume' dition, .each .column .10 is .characterizedby the arcuate ledge 62, concave in an upward direction and formed integrallywith the transverse wall 60 of the related column.v Vertical wall's63, 63 merge with the tension member 4, the-relatedcolumn 10, andthe arcuate ledge 62, thereby adding lrigidity fand strength to the structure. A hole or aperture '64 'is presented by lthe lwall 60 'of each 'column I0 `andthe arcf dened by the lower segment of said -hole corresponds kwith 'the arc defined lby the 'top face of the 'arcuate ledge 62. The torsion spring unit, generally designated 66,'comprises the torsion bar 68 h asf-- ing alrigid connection centrally thereof as at 70 to the crank arm 7?.. Each side of the crank arm 72 4presents a circular boss which rotatably mounts within a lcouple mentary'recess 74 of the associated mounting block 76. Centrally of-each mounting `block 76, `a hole 7S is presented to allowtherelated end-'oftheft'orsion bar to loosely extend therethrough. The protruding end of the `torsion bar is Vin spaced Vs'lee'ved'relationwith the associated tubular torsion h'ousing'75, which in turn abuts and is rigidly but demountably connected to the outboard face of the related Vmounting block 76. Any vsuitable means for rigidly,l connecting the housing 75 to the mounting block 76 may be employed, such as the press-'litted vdowel pins 77 illustrated. Adjacent the outboard end of each housing 75, said housing andthe associated end of the torsion bar 68 converge vand provision is made for rigid interconnectiontherebetween, such as by spline orv other suitable means.

The 'torsion spring unit is assembled and rigidly connected to the 'side frame 2 by thecomplementary reception of each mounting block 76 Within the-hole 64 of the related column .10. :In the 4.preferred embodiment, the rigid connection between the spring unit kand the related column is accomplished by welding the mounting block tothe column at points of contact therebetween.

As noted in the yembodiment of Figures 4 through 6, the crank arm 72 is disposed .to extend inboardly of the side Iframe .and is received bythe central recess 80of `the bolster 14. Said recess presents an opening downwardly and outwardly directed from the end -of the bolster.

Within the recess 80, a pair yofswi'ng hangers 84, 84 are pivotally connected to the inboard end of the associated crank arm 72 as at 73. The swinghangers 84, .84 preferably extend downwardly 4on each sideof the crank arm 72 and each presents-cuits lower end the hole 86, which is aligned with a like hole y33 on the related side of the bolster. It should be noted that the holes 88, 88 are coaxially aligned. Pivotal pins 90, 90 are inserted within the associated holes S6 and 88, thereby alording oating pivotal swing hanger connection between the crank arm 72 andthe associated end of the bolster 14.

It should be noted that the embodiment of Figures 4 through 6 provides .for ailexible .connection between the side frames 2 by means of a pivotal connection between the tie bar 82 and the bracket 83 of the side frame. Thus relative vertical movement between the yside .frames is accommodated.

In the operation of .a railway car truck, it is desirable to flexibly suspend the bolster from the side .frames and to afford the bolster resilient movement relative to the side trames vertically, laterally, and longitudinally thereof.

In the embodiment of Figures l to 3, they bolster, when subjected .to longitudinal thrusts, urges the .self-aligning bearing assemblies 40, 40, due to the .rigid connection therebetween, to move concurrently along the arcuate bearing surfaces 38, 38 of the related columns 10. As a given longitudinal .thrust is dissipated, the cradled reception offered the bearing assemblies 40, 40 .by the bearing surfaces 33, 38, coupled with .the gravitational forces exerted on the bolster, .return :said bolster and bearing assembly to thebottom 'or normalposition.

Lateral-.thrusts on the bolster are 'accommodated bythe pivotal :swing hanger support olered said bolster by the hangers 52, 52.- It'could -be `said thatfthe swing'hangers otter pendulum support for the bolster inl that Vgravity again returns the bolster to the neutral position when the lateral thrusts are dissipated.

The torsional spring unit offers resilient vertical support for the bolster. Vertical movement of the bolster urges the crank arm to rotate about the longitudinal axis of the torsion bar. The rigid connection between the torsion bar and the crank arm causesa torque or twisting moment to be imparted tothe torsion bar. The twisting action of the torsion bar is resisted at its extremities by the rigid connection to the torsion ybar housings, which in turn are secured to the bolster. Thus the flexible torsional deformation of the torsion bar is operative to absorb the induced twisting moment.

lt is to be noted that the housings or tubes may be rigid, that is, designed to resist torsional deformation with the-twisting moment being absorbed by the resilient torsional-deformation of the torsion ban'or may be torsion allyy deformable "whereby both the tube `and the bar cooperate to absorb the induced twisting moment.

l It is also worthy 'of note that the torsion bars and housings are designed to function within'certain stress capacity, thereby assuring that the Etorsional stress induced will not exceed the relastic limit for the material used. This prevents permanent deformation of the torsion bar which would impair the resilient function of the unit.

The embodiment of Figures 4 through 6 yoperates in a manner substantially similar to that described relative to the v,embodiment of Figures l to 3. In this embodiment, theftorsional spring unit is rigidly mounted to the side frame, thus leaving the space intermediate the side frames clear for mounting other desired truck structure.

In the embodiment of Figures 4 to 6, lateral thrusts are accommodated by the pendulum action of the swing hangers'and, las before noted, the force of gravity is operative to return the bolster to the neutral position.

Again vertical 4movement of the bolster urges the crank arm to rotate about the longitudinal axis of the torsion bar. It is to be noted, however, that the crank arm is pivotally supported within the recesses of the mounting blocks, thus preventing bending of the torsion bar and assuring that a pure twisting moment will be imparted thereto by the action of the bolster, as transmitted through the crank arm. The rigid connections of the housings to the torsion bar on the side frame resist Vthe twisting of the torsion bar, yconsequently the bar re` siliently absorbs vertical movement of the bolster by means of kits elastic ytorsional deformation.

It is to be noted that the torsional spring of the embodimentsillustrated is preferably of a metallic material, however, other materials lhaving 'the xrequired resiliently deformable characteristics could reasonably be used.

I claim:

1. .In arailway 'car truck, a side frame having spaced columns, ka bolster, .means Vto support the bolster from the side frame 'comprising a pair of torsion housings rigid- 1y 'scoured tothe bolster, said housings being in spaced relation and extending :longitudinally of the truck, torsionbar having its opposite end portions disposed with in the respective housings, a crank arm having one end thereof .rigidly vconnected to 'the ymidportion of the bar, said 4arm extending outboardly 'of the truck intermediate said columns, bearing assemblies in the respective columnjS, swing .hangers l.having their-upper ends journaled in the bearing assemblies, a pivotal connection between the `lowerends of thel swinghangers and thc'end opposite the .mentioned :end ofthe crank arm, and means operative to .maintain said bearing assemblies in alignment. v

.2. .A railway car -truck according to claim l, wherein said aligning means comprises cradle supports in said columns carrying saidbearing assemblies.

3Q A railway lcar vtruck according to 'claim 2, and inc'luding arigid'connection between the bearing assemblies, said bearing assemblies being Yslidably 'carried on said supports. I

4. In a railway car truck, a side frame, a bolster, means to support the bolster from the frame comprising a tor sion spring bar journaled in the bolster, a crank arm having inner and outer ends, the inner end being connected to the bar, swing hangers having upper and lower ends, self-aligning bearing means arranged and positioned in the frame to be movable with respect thereto in a direction lengthwise thereof, said bearing journaling the upper ends of the swing hangers to the side frame, and a pivotal connection between the lower ends of the swing hangers and the outer end of the crank arm, said swing hangers and said crank arm being arranged and disposed to permit the movement of the pivotal connection in directions extending both longitudinally and transversely of the truck to minimize twisting stress on the crank arm and swing hangers imparted by the longitudinal movement of the bolster relative to the side frame.

5. A railway car truck according to claim 4, wherein said self-aligning bearing means comprises cradle supports in the side frame, and bearing block assemblies slidably carried by the supports, said swing hangers being journaled to the assemblies.

6. In a railway car truck, a side frame member, a

bolster member, means to support the bolster member from the frame member, said means comprising a torsion spring bar carried by one of said members, a crank arm having ends, one of said ends being connected to the bar at a point intermediate its ends, swing hangers, a bearing means movably positioned in the other of said members to be self-alignable with respect to the transverse center line of said member, said bearing means journaling the swing hangers to said other member, and a pivotal con' nection between the swing hangers and the other end of the crank arm, said pivotal connection being movable in directions extending lengthwise and transversely of the truck to reduce twisting stress on said crank arm and said swing hangers.

References Cited in the iile of this patent UNITED STATES PATENTS 2,273,053 Ledwinka Feb. 17, 1942 2,586,061 Krotz Feb. 19, 1952 2,592,714 Krautheim Apr. 15, 1952 2,603,165 Cripe July 15, 1952

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