US2861523A

US2861523A - Vertically retractable auxiliary wheels for railroad cars

Info

Publication number: US2861523A
Application number: US562275A
Authority: US
Inventors: Ernest V Berry
Original assignee: Individual
Current assignee: Individual
Priority date: 1956-01-30
Filing date: 1956-01-30
Publication date: 1958-11-25
Anticipated expiration: 1975-11-25

Description

Nov. 25, 1958 VERTICALLY RETRACTABLE AUXILIARY WHEELS FOR RAILROAD CARS Filed Jan. 39, 1956 w w HFQFII IIW TTMF mii n.

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' E. v. BERRY 3 Sheets-Sheet 1 I P ii I" INVENTOR. EPA/E57 V BEERV,

E. V. BERRY Nov. 25, 1958 VERTICALLY RETRACTABLE AUXILIARY WHEELS FOR RAILROAD CARS 3 SheetsShee t 2 Filed Jan. 30, 1956 INVENTOR.

BY (D MW 42 E. v. BERRY 2,861,523

VERTICALLY RETRACTABLE AUXILIARY WHEELS FOR RAILROAD cARs Nov. 25, 1958 3 Sheets-Sheet 3 Filed Jan. 30, 1956 EEK/Es? V (He esy,

- INVENTOR.

United StatesPatent VERTICALLY RETRACTABLE AUXILIARY WHEELS FOR RAILROAD CARS The present invention relates generally to railway equipment, and more particularly to a device that minimizes the side sway of railway cars without appreciably affecting the resiliency of the supporting springs thereof.

The primary purpose in devising the present invention is to provide a motion dampening device for railway cars, both freight and passenger, that maybe embodied in new trucks yet may be installed on existing trucks if desired, and which makes it possible for a train of cars to travel at high speed with a minimum of transverse car motion.

Another object of the invention is to provide a device of the character described that permits a full floating suspension of the car, or more specifically the truck bolster, which carries the body on the springs normally provided on the truck, so long as the movement of the truck bolster is in a vertical plane, with the truck bolster remaining substantially parallel to the plane of the track.

A further object of the invention is to provide a device that only snubs or dampens the movement of a railway car body or truck bolster when the body or bolster tends to move out of the plane parallel to that in which the track is laid.

A still further object of the invention is to provide a device of the nature described that substantially eliminates all transverse swinging motion in a railway truck and body bolsters relative to the truck frame during high speed travel to thereby minimize the movement to which the passengers or cargo borne thereby are subjected.

Yet another object of the invention is to provide a device of relatively simple structure that can readily be installed on existing trucks, can be easily and quickly removed therefrom, and one which requires a minimum of maintenance attention.

Stillanother object of the invention is to provide a device that accomplishes the features above mentioned, but which does not hinder operation of the car on which it is installed should the invention become temporarily inoperative.

These and other objects and advantages of the invention will become apparent'from the following description of a preferred form thereof when taken in conjunction with the accompanying drawings illustrating that form in which:

Figure 1 is a side elevational view of a conventional railway car on which my invention is installed;

Figure 2 is a perspective view of a railway truck showing the invention incorporated as a part thereof;

Figure 3 is a diagrammatic view of the invention installed on a conventional railway car;

Figure 4a is a schematic sectional view of the invention taken along line 4a4a of Figure 1 showing the manner in which the device snubs transverse motion of the truck bolster and body relative to the plane of the track when the car body tends to swing or pivot to the left;

Figure 4b is a front schematic sectional view of the ear taken along line lb- 4b of Figure 1 showing the this transverse motion of car C-is distinctly disadvan tageous for the cargo carried in the car is subject to 2,861,523 Pat tented Nov. 25,

manner in which the device snubs transverse motion of the truck bolster and body relative to the plane of the track when the car body tends to swing or pivot to the right; 7

Figure 5 is an enlarged vertical cross-sectional view of one of the hydraulic cylinders showing a conduit through which excess fluid is discharged;

Figure 6 is a side elevational view of a railroad car equipped with an alternate form of the invention;

Figure 7 is a perspective view of a portion of the alternate form of invention; 7

Figure 8 is an end elevational view of a portion of one of the supporting wheels used with the alternate form of invention; and Figure 9 is an end elevational view of a portion of another form of wheel that can be used with the alternate form of the invention.

Referring now to the drawings for the general arrangement of the invention, it will be seen in Figure 1 that a railway car C which may be of either the passenger or freight type is provided embodying two trucks T and T that support it on the track or rails R. Car C is of conventional construction, and includes a longitudinally extending frame F on which the car body Y is mounted, which frame has two longitudinally spaced transverse car bolsters B and B located on opposing end portions thereof. Each of the car bolsters B and B is connected by a conventional swivel assembly S and S respectively, to transversely positioned truck bolsters E and E, as shown in Figures 2, 3, 4a and 4b. vThese truck bolsters are each incorporated in the assemblies of truck T' and T' that are identical in design, and for the sake of clarity, only one will be described herein. Corresponding components of truck T will be identified by the same numerals used in identifying components of truck T, but to which a prime is added.

'Truck bolster E (Figures 2, 4a and 4b) is a heavy, rigid, elongate member that is transversely disposed relative to car body Y and is supported at each end by two vertically positioned helical springs 10. Situated a distance below bolster E is a spring plank 12 on which the lower ends of springs 10 rest, which spring plank rigidly connects two laterally spaced frames 14 forming a part of truck T. Each frame 14 has a central opening 16 formed therein defined by two side pieces 18 and 18a that are connected on their lower ends by a rigid member 20, and on their upper ends by a rigid member 22. Two arms 22a and 22b project from member 22, and member 20 likewise has arms 20a and 20b extending outwardly therefrom. The outer extremities of arms 20a and 20b, and arms 22a and 22b meet to provide supports for two

journal boxes

24 and 24a, as can best be seen in Figure 2. The journal boxes rotatably receive the outer end portions of shafts 26, on each of which two laterally spaced wheels 28 are mounted. It will be understood that wheels 28 are of the flanged type and rest on the track or rails 30 as is conventional with railway equipment. Inasmuch as it rests on the upper ends of springs 10, truck bolster E is vertically movable within the confines of opening 16 and is prevented from being radially displaced therefrom by lugs 32 that slidably engage members 18 and 18a;

During travel along the rails 30, wheels 28 encounter certain irregularities therein, and as a result of such encounter at high speed, a transverse swinging motion relative to the rails is imparted to the spring-supported truck bolster E. Bolster E in turn imparts such transverse swinging motion to the car bolster Bdue to the pivotal connection S therebetween whereby the contents of car C are subjected to a transverse rocking motion during travel of the car. It will be obvious that 3 breakage or other damage thereby, or in the case of passenger cars, it is highly undesirable as it makes walking along the car aisle most difficult and unstable.

h tra k illust ates. i Fi ur 2 rit snfica in s91?- st st q wi h e QIQsJe taY'Q lWaY. truck with th sxs snit atsaenin's fl v sis v a .1u. 'to this greater width,'the springs -10'may be longitudinally se a ted te 91 s nothe rr ig e -s 1Ztt ee d a li s it r 34 is d sp ed e w n each pair of springs 10. For the "Sallie of clarity in describing the operation of the invention these cylinders are individually identified in Figure} as $54, 3 412,340 and 34d, which cylinders have pistonsifi fig, 36 b, 3 6c .and 36d respectively,slidably' mounted therein.' The pistons are rigidly connected to piston rods38iz; 38b, 33c and 53d that e e m. l 'n s same was tively. v

Each of the cylinders 34a, 34b, 34c and 34d hasa pivotal connection filforine d on the lower endthereof that joins the cylinder 'to' the upper" end portion of one of the spring planks 12or12. j Piston rods 3821, 381) are rigidlyconnected to the' under sides of truck bolster E, and piston rods 38c, Stidhre similarly connected to the under sides of truck bolster E. 1 i h A'reservoir '40 is provided that is partially filled with hydraulic -fluid 42 and has an air cushion 44 situated in the reservoir'above' the fluid. A tube or pipe 46' leads from the upper portion of reservoir 40 to a' source of air under pressure, such as the air brake on accumulator 48 normally provided on modern railway cars. Air under pressure is supplied to accumulator 48 through a pipe 50 which is a part of conventional modern air brake systems employed on-all trains, and also includes a check valve 51.

Fluid 42 is discharged under pressure from reservoir 40 through a pipe 52 that terminates in a forwardly extending tubular lateral 54 and a rearwardly extending tubular lateral 56. Lateral 54 leads to a check valve 58 from which a short pipe 59 extends that develops into two pipes 60 and 62. Pipe 60 is in communication with the upper interior portion of cylinder 34a and pipe 62 is connected to the lower interior portion of cylinder 34b.

When car C tends to pivot tothe right as indicated by the arrows in Figure 4b, piston 36b tends to move downwardly, and in so doing discharges fluid from cylinder 34b to cylinder 34a above piston 36a. The fluidfilled spaces in cylinders 34a and 34b, together with pipes 59, 60 and 62, form a closed system from which fluid cannot escape due to the check valve 58. -Hydraulic fluid 42 in the system is substantially incompressible, and 'accordingly'the car C' cannot tilt to the right, for in so doing it decreases the space available in the system for fluid 42 to occupy. However, when car C tilts to the left it will be seen that the space below piston 36b in cylinder 34b increases, as does the space above the piston 34a in cylinder 34a. Accordingly, fluid 42 is not placed under pressure by such left ear tilting andthe fluid is not subjected to snubbing action.

It will be particularly noted that movement oftbolsters B and E normal to the plane in which the track or rails are laid does not actuate the invention to in any way restrain the neutral resiliency of springs 10. When such normally directed movement of bolsters Band B occurs, the space below piston 36b in cylinder 34b decreases or increases, but the space above piston 36a in cylinder 34a increases or decreases inversely in direct ratio thereto whereby a constant fluid volume is maintained at all times in the previously described closed system. To prevent carC from tilting to the left in the direction shown by arrow in Figure 4a, a closed hydraulic system similar to the one described hereinabove is employed. Pipe 56 is extended rearwardly to a check valve 70 fromw h ich' a short length of pipe 72 leads and develops 'intd'two legs" 74and 76. Leg '74 comniunicates with the upper interior portion of cylinder 34d, and leg 76 with the lower interior portion of cylinder 34c. The upper interior portion of cylinder 34d and lower interior portion of cylinder 34c form a closed system with

pipes

72, 74 and 76 from which fluid cannot escape due to check valve 70. Left tilting of car C in the direction indicated by arrow in Figure 4a tends to decrease the space which fluid 42 may occupy below piston 361; in cylinder 34c and abovepiston 36d in cylinder 34d. It will therefore be seen that this last described portion of the invention offers a snubbing action against leftward tilting of car C, but has no effect on the movement of the car if the tilting is to the right or if the bolsters B and E move up or down ina plane normal to the plane of the rails 30.

To prevent excess fluidfrom entering either of the closed systems above described and thereby holding bolsters E and E in positions not parallel to the plane of rails 30,

apertures

80 and 82 are provided-in the side walls of cylinders 34b and 34a respectively. Apertures 80 and 82 are located slightly above the uppermost sealing portions of

pistons

36b and 36c respectively when the pistons are in the highest positions they normally occupy in the cylinders. Apertures 80 and 82 are connected by pipes 80a and 82b respectively that join one another at a junction 84, from which a pipe 86 leads to the junction 88 of pipes 52, 54 and 56. In the event excess fluid enters either of the above described closed systems, it is immediately discharged through one of the apertures 80,.or'82. Discharge of fluid through these apertures occurs due to the high pressure exerted on the fluid in, the closed systems when carC tends to tilt. The pressure exerted on the fluid in the closed systems in this manner is much greater than that exerted on fluid in reservoir 40.

Should it be desired to subject the car body Y to a minimum of shock and yetmaintain it in a fixed plane at all times, this may be achieved byafiixing a number of identical cylinders in upright positions on

spring planks

12 and 12, as shown in Figure 3. A piston 102 is slidabl'y mounted in each cylinder 100. Pistons 102 have piston rods 104 extending upwardly therefrom,fthe upper endspf which are connectedtothe truck bolsters E and E'. Apertures 1 0 6 are formed in the lower pot tions of the cylinders, andthese apertures are connected. by a pipe 108 to the air reservoir 48. Air from reservoir .48 urges pistons 10 2 up ward1y to float body C of thecar ona cushion of air as a result thereof. Springs .lllbackfup thepistons 10 2, with the springs V- only absorbing the more severe shocks to whichthe wheels 28 are subjected. A valve 110 ispreferably provided in pipe 108 to regulate the upward force exerted on pistons. 102.

In use the operation of the invention is cxtrfimclysimpie. The two closed hydraulic systems previously described and shown in Figure 3 can be installed in pairs on individual trucks, or one system can be installed on truck T and the other system on truck T, which is, of course the most economical procedure. When car C tends to tilt to the right (Figure 4b) thefluid in the closed system on the right-hand side of the invention (Figure 3) tends to be compressed and acts to snub such transverse movement. When car C tends to pivot to the left (Figure 4a) the fluid in the closed system on the left-hand side oftheinvention (Figure 3) tends to be compressed and resists such movement.

The twoclosed systems are .at all times supplied with fluid under pressure from reservoir 40. However, the pressure on the fluid in this reservoir is simply to force it past check valves 58 and 70, with the fluid thereafter being retained in one of the closed systemswhere it serves to snub transverse movement of bolsters B and E dueto the fact that it is substantially incompressible.

As'an alternate form of the invention, a number of longitudinally spaced, vertically disposed, hydraulic cylinders20l) can belocated under the side members 2020f the car frame F shown in Figures 6 and 7. The frame F includes a number of spaced cross pieces 204 that extend between side members 202 and are rigidly aflixed thereto. Each of the cylinders 200 is rigidly aflixed to the underside of side members 202 by conventional fastening means such as bolts or the like. Angularly disposed reinforcing members 206 extend between each of the cygnders 200 and the side members 202 and cross pieces 2 Each cylinder 200 has a piston 208 slidably mounted therein, and from which piston .a piston rod 210 extends downwardly to develop into a yoke 212 that supports a horizontal shaft 214 between the legs thereof. A wheel 216 of the normal flanged type used on railroads, but of smaller diameter, is provided for each of the shafts 214. The Wheels 216 are rotatably supported on shafts 214, and are so disposed thereon as to rest on rails R. Either air or hydraulic fluid under pressure from a suitable source (not shown) is admitted into the upper confines of cylinders 200 through a conduit 218. The air or hydraulic fluid so admitted tends to move the car frame F upwardly and thus remove a portion of the load from the journals of trucks T. In this manner the journals of trucks T are not overloaded, and they are accordingly not subjected to excessive wear or heating.

Should it be desired, the wheels 216 may be replaced by resilient wheels 216, with the resiliency arising either from the materials from which the wheels are constructed or the wheels 216' including pneumatic tires 220 as a part thereof. The tires 220 can either have circumferentially extending flanges 222 formed as a part thereof shown in phantom line in Figure 9, or of suificient width that they deform to provide such flanges when in contact with rails R, and subjected to a downward force due to the action of fiuid under pressure on pistons 208. Of course, should it be desired, the cylinders 200 could be divided into sets in the manner of the cylinders 34a, 34b and 34c, 34d, and the hydraulic system shown in Figure 3 employed to urge a part of the wheels 216 downwardly towards the rail with increasing force whenever the frame F tended to tilt either to the left or right.

Long pieces of machinery such as the beds of lathes and the like, designated generally as L, are frequently deformed and permanently bent due to irregularities in the supporting surface during shipment. To eliminate this contingency of damage, the frame F of a railroad car can have a number of vertically disposed hydraulic cylinders 230 and rigidly aflixed to the under portion thereof as shown in Figure 7. Each cylinder 230 has a piston 232 slidably mounted therein that is rigidly connected to an upwardly extending piston rod 234. Each piston rod 234 has a pressure plate 236 mounted on the upper end there-of. Flooring 238 of conventional type is supported by frame F, and the flooring having opening 240 in which the plates 236 can be disposed in positions in which the upper surfaces of the plates are substantially flush with the upper surface of the floor. Each of the cylinders 230 has a tubular member 242 connected to the lower portion thereof through which fluid under a desired pressure, either air or liquid, can be introduced to urge piston 232, rod 234, and pressure plate 236 upwardly. Fluid is supplied to tubular members 243 from a suitable source, such as reservoir 40 or accumulator 48. The pressure on the fluid 6 discharged to each of the cylinders 230 is controlled by valve means (not shown). Thus each of the pressure plates 236 can be urged upwardly with the desired force to contact the lower surface of the base of the machine L shown in Figure 6 to prevent deformation thereof during shipment.

Of course, should it be desired, suflicient cylinders 230 can be provided on frame F, and fluid at a sufficiently high pressure provided therefor, that the pressure plates 236 actually lift the machine L or other elongate shipment above the floor 238 of frame F. When fluid under such pressure is so supplied to the cylinders 230, the machine or .shipment L is floated above the floor 238 of the railroad car. The machine or shipment L when thus floated is subjected to a minimum of shock, as such shock is absorbed by the hydraulic fluid that maintains pressure plates 236 in a supporting position.

The use and operation of the inventions have been described in detail and need not be repeated.

Although the invention herein shown and described is fully capable of achieving the objects and providing the advantages hereinbefore mentioned, it is to be understood that it is merely illustrative of the presently preferred embodiment of the invention, and that I do not mean to limit myself to the details of construction herein shown and described other than as defined in the appended claim.

I claim:

A device for use in minimizing transverse rocking movement of a railroad car body relative to two longitudinally spaced trucks that movably support same on rails that comprises: a plurality of longitudinally spaced, vertically disposed hydraulic cylinders supported from the sides of said body and extending downwardly therefrom; a plurality of pistons slidably mounted in said cylinders; a plurality of piston rods affixed to said pistons and said rods extending downwardly from said cylinders; a plurality of wheels rotatably supported from the lower ends of said rods, said wheels movably engaging said rails; and means to supply fluid under pressure to the upper confines of said cylinders above the positions of maximum upper movement of said pistonstherein, said fluid tending to raise said body relative to said wheels to prevent transverse rocking movement of said body and to remove a portion of the load from the journals of said trucks.

References Cited in the file of this patent UNITED STATES PATENTS 1,647,518 Hawley Nov. 1, 1927 2,002,901 Main May 28, 1935 2,073,180 Rinb Mar. 9, 1937 2,080,180 Messier May 11, 1937 2,161,687 Schoepf et al. June 6, 1939 2,230,090 Rabey June 6, 1941 2,452,110 Dourte Oct. 26, 1948 2,486,409 Holmes Nov. 1, 1949 2,606,506 Sloane Aug. 12, 1952 FOREIGN PATENTS 107,930 Austria Nov. 10, 1937 746,726 France Mar. 14, 1933