US3181479A

US3181479A - Lightweight truck

Info

Publication number: US3181479A
Application number: US18641A
Authority: US
Inventors: Clayton S Rumsey; Conway H Melcher
Original assignee: General Electric Co
Current assignee: General Electric Co
Priority date: 1960-03-30
Filing date: 1960-03-30
Publication date: 1965-05-04
Anticipated expiration: 1982-05-04

Description

y 1965 c. s. RUMSEY ETAL LIGHTWEIGHT TRUCK 4 Sheets-Sheet 1 Filed March 30. 1960 m QE INVENTORS CONWAY H. MELCHEK CLAYTON S. RUNSEY BY 2% ATTORNEY May 4, 1965 c, RUMSEY ETAL 3,

LIGHTWEIGHT TRUCK Filed March so. 1960 4 Sheets-Sheet 2 E as FIG. 5

48 INVENTORS F 4 conwnv H. MELCHER CLAYTON 5. RUHSEY BY {W ATTORNEY May 1965 c. s. RUMSEY ETAL 3,131,479

LIGHTWEIGHT TRUCK Filed March 50.1960

4 Sheets-Sheet 3 INVENTORS CONWAY H. MELCHER CLAYTON S. RUHSEY F IG. 6

ATTORNEY May 4, 1965 c. s. RUMSEY ETAL 3,181,479

LIGHTWEIGHT TRUCK Filed March 30. 1960 4 Sheets-Sheet 4 F 8 INVENTORS CONWAY H. NELCHER CLAYTON S. RUHSEY By W ATTORNEY United States Patent Ofi ice 3,l8l,479 Patented May 4, 1965 3,181,479 LlGHTWElGl-IT TRUQK Clayton S. Ramsey, Lawrence ?ark, Erie, and Conway H.

Matcher, Erie, Pa, assignors to General Electric Company, a corporation of New York Filed Mar. 30, 1960, Ser. No. 18,641 3 Claims. (Cl. 105-136) This invention relates to trucks for rail vehicles, and more particularly relates to an improved lightweight truck.

Although total rail vehicle weight is a major factor in determining tractive effort of a rail vehicle, there are some railroading conditions which make it desirable to decrease the total weight on the rails of a locomotive. Railroad rails are usually rated in pounds per yard, and the size of the rail is a controlling factor as to what weight locomo tive may operate on a particular railroad. Furthermore, a locomotive must be within pre-set weights for operation on some bridges and trestlcs.

In most cases, the railroads do not want to sacrifice locomotive horsepower to keep the weight of a locomotive within certain limits where the railroad has a low weight limit. Therefore, it is encumbent upon locomotive builders to decrease the total locomotive weight without sacrificing horsepower.

A likely place where locomotive weight may be reduced is in the trucks. In designing a truck to decrease the weight thereof, the designer must be careful in not reducing the riding qualities of the truck, or design a truck with poor riding qualities.

It has been conventional practice in designing trucks for hi h speed railroad equipment to provide a truck frame having an integral truck bolster with a center plate thereon adapted to receive the load of the rail vehicle car body. This arrangement supports the vehicle and permits the truck to pivot with respect to the vehicle to facilitate the negotiation of curves in the track. As the speeds of rail vehicles are increased, the axles tend to oscillate laterally and it is essential that trucks designed for high speed service under rail vehicles carrying passengers or locomotive propulsive equipment he provided with means to damp these lateral oscillations to prevent transmission of lateral forces to the rail vehicle car body. If these lateral oscillations are not isolated from the car body, the resulting lateral motion of the car body will increase the fatigue of the engine crews or become a discomfort to passengers. Moreover, the suspended lateral vibrations may tend to damage or shorten the useful life of equipment and may even cause a rail vehicle to leave the rails.

Various truck constructions have been provided which tend to isolate the lateral motion of the trucks from a rail vehicle car body. The usual construction is the provision of a rigid truck frame havin integral truck bolsters, transoms and end sills, and use of a bolster hung on swing hangers to allow lateral movement of the bolster with respect to the truck frame. Another construction which controls lateral motion of the truck frame with respect to the rail vehicle car body is disclosed and claimed in Patent 2,907,282, assigned to the same assignee as the present application, wherein contoured rubber pads support a truck bolster on rigid truck cross members. These rigid trucks further require equalizing members to insure equalization of axle loadings when irregularities in the track are encountered.

While these constructions provide controlled isolation of the rail vehicle with respect to lateral oscillations of the axles, these rigid trucks add greatly to the weight of the rail vehicle, and therefore the total weight on the rails.

It is therefore a primary object of our invention to provide a new and improved lightweight locomotive truck having good riding qualities and being adapted for high speed operation.

It is another object of our invention to provide such a truck which is economical in cost and simple in construction.

It is a further object of our invention to provide an improved lightweight motorized truck having no rigid transoms or cross members, wherein relative lateral movement of the bolster with respect to the side frames is isolated from the rail vehicle car body by supporting the bolster on the truck side frames by means of angled rubber pads which carry the bolster and load thereupon is shear and compression and allow relative lateral movement of the bolster with respect to the side frames and exert a lateral restoring force upon the bolster when such relative lateral movement occurs.

These and other objects of our invention are achieved in one form thereof by providing a truck which comprises side frame members having a truck bolster supported in the side frames by rubber pads loaded in shear and compression, and providing stabilizing means connecting the side frames to prevent lateral and axial misalignment of the side frames while allowing pitch of one side frame with respect to the other. The rubber pads are laterally loaded in shear upon relative lateral movement between the bolster and side frames and provide lateral restoring forces upon relative lateral movement at the bolster and side frames. This construction contemplates no rigid connections between the side frames, and the truck bolster mounted therein is allowed to have relative lateral movement with respect to the side frames. With this construction, equalizing members are not required, inasmuch as the side frames equalize the axle loadings.

The features of the invention which are believed to be novel are set forth with particularity in the appended claims. The invention itself, both as to its organization and method of operation, together with further objects and advantages thereof, can best be understood by referring to the following description when taken in connection with the following drawings wherein:

FIGURE 1 is an elevation view of a truck constructed in accordance with the present invention;

FIGURE 2 is a plan view of the same truck;

FIGURE 3 shows the bolster support arrangement of the truck illustrated in FlGS. 1 and 2 with a load on the bolster center plate;

FEGURE 4 illustrates traction motor support mounted on the bolster;

FIGURE 5 illustrates in outline a portion of a traction motor;

FIGURE 6 illustrates stabilizing means used to align the side frames of a truck constructed in accordance with the present invention;

FIGURE 7 is a view of a portion of the stabilizing means taken along the section line 77 in FIG. 6;

FIGURE 8 illustrates a second embodiment of a truck constructed in accordance with this invention; and

FIGURE 9 is a fragmentary elevation view along section line 99 in FIGURE 8.

Re-erring now to the drawings wherein like identifying numerals indicate like parts, reference is specifically made to FIGS. 1 and 2. In these figures we show a truck comprising truck inside frames 1 and 2. Each side frame has pedestals 3 and 4 defined in the end portions thereof, and an opening 5 is defined by each side frame intermediate the ends thereof. A truck bolster 6 is supported on the side frames in the openings 5 by means of rubber pad assemblies 7 seated on the sides 8 and 9 of the openings 5. The sides 8 and 9 of the openings 5 provide a seat for the rubber pad assemblies 7 and have a width sufficient to accommodate the rubber pad assemblies F.

"The rubber pad assemblies comprise alternaternate layers 7a of rubber bonded to metal plates 10;, preferably steel. The rubber pad assemblies '7 are sandwiched between base plates 10a and 10b. secured to the slides 8 and 9 of the openings in the'side frames and base plates 1017 are secured to the sides of the bolster 6 through pad adapter mounts 11. The pad adapter mounts 11 are constructed to provide a surface 12 forming a predetermined angle with the vertical to mate with base plate b of the rubber pad assemblies 7. Adapter mounts similar-toadapter mounts 11 could be provided between base plate 10a and the sides of the opening 5 to provide a rubber pad assembly mounting surface at any desired angle. The rubber pad assemblies 7 are loaded in both vertical shear and compression when a load isapplied to the bolster 6.

In accordance with one aspect of this invention, the bolster is designed to have relative lateral motion with respect to the truck side frames to cushion lateral movement of a locomotive body mounted on the trucks. Upon relative lateral movement of the bolster 6 with respect to the truck side frames, the rubber pad assemblies are laterally loaded in shear and provide a lateral restoring force onthe bolster. Friction snubbers 13 are provided between the ends of the bolster 6 and the brackets 14 secured to the truck side frame to damp oscillations of the bolster.

-{The bolster 6 is adapted to support the car body of a rail vehicle on center plate 15 which ismounted on bolster 6 by means of center plate support members 16 and 17 welded or other-wise secured between the center plate 15 and bolster 6. The load placed upon the bolster is transmitted by the rubber pad assemblies 7 through the side 7 side frames to the journals of conventional wheel and axle assemblies 18 and 19. Each wheel and axle assembly comprises an axle20- having wheels 21 mounted thereon. Journal bearing assemblies, not shown, are mounted on the journals of each axle in housings 22. A housing adapter 23 is provided over each journal bearing assembly to space the journals in the pedestals and transmit load (from side frames to the journals. A rubber pad 23a is positioned between the adapters 23 and the top of the pedestals 3 and 4 to provide a resilient mount for the side frames on the adapters. This arrangement allows movement of the side frames on the adapters 23 to equalize axle loads and to augment lateral motion as described hereinafter.

The housing adapter 23 has flanges 24 thereon which engage members 25 mounted in the pedestals to secure the wheel and axle assemblies in the truck side frames. This preferred journal and pedestal arrangement is disclosed and claimed in the copending application of Richard N. Cross, filed December 16, 1957, Serial No. 702,918, now patent 2,948,236, assigned to the same assignee as the present application.

Traction motors

26 and 27 are mounted on each axle and geared thereto. The motors are driveably connected to the axles by means of a conventional gear and pinion arrangement, not shown. Each motor pinion mates with a gear which is shrunk or pressed on the axle and is housed in a gear case 28. The traction motors may be suspended on the axle by means of a conventional traction motor suspension bearing assembly. The traction motors are also resiliently supported from the bolster 6, as will be more fully explained hereinafter.

To insure that the truck side frames have no l0ngitudinal movement with respect to each other, We provide stabilizing rods 2?, 30 and 31 interconnecting side frames 1 and 2. The stabilizing rods are secured to spherical bearings mounted in bearing

brackets

32 and 33 which are attached to the truck side frames 1 and 2 respectively. The arrangement of the stabilizing rod 36 passes through the space 30a defined between center plate support members 16 and 17 as shown in FIG. 2. The stabilizing rods and spherical bearings is shown in more detail in FIGS. 6

Base plates 10a are and 7 and is described more fully in conjunction with those figures. The stabilizing rodsand spherical bearings arrangement, while provided to retain the axles and truck side frames inrectangular alignment during operation, are 5 also arranged to allow each side frame'to have rotational motion 'with respect to the'other in order that the truck may readily adjust itself to track irregularities and allow the side frames to equalize the load on the journals when such track irregularities are encountered.

Reference is now made to FIG. 3 wherein we show the bolster support arrangement as it appears when load is applied to center plate 15. The rubber pad assemblies 7 are loaded primarily in shear, which deflects them downward, as illustrated. The compressive loading of the rub ber pad assemblies 7 when load is' applied exerts forces on the bolster, tending to prevent rotational movement of the bolster about a longitudinal axis through the bolster. e

In PEG. 4 we illustrate a suitable traction motor bolster support arrangement. This

brackets

34 and 35 secured to the underside of bolster 6. The

brackets

34 and 35

support assemblies

36 and 37 respectively, each :of which comprise annular layers of

rubber

38 and 39 with a metallic washer 40 therebetween. Bracket assembly 41

interconnects assemblies

36 and 37. Bracket assembly 41 is not connected to the bolster 6. At the point of connection of the bracket assembly 41 with assemblies36 and 37 there is a ball joint assembly 42. Secured to assembly 21 is a rubber pad assembly 43 comprising alternatively stacked layers of rubber and metal plates, and end plates 44 and 45. The rubber assembly 43 provides asupport for a traction motor. In 'assemblying a motor in the truck, the associated pad assembly 43 is compressed between end plates 44 and 4,5 and jaws .46 on the tractionmotor housing 47 (see FIG. 5) are Yfitted over plates 44 and 45. For example the surface 44a of endplate 44 is contacted by the surface 46a of jaw 46 and the surface 45a of end plate 45 is contacted by the surface 46b of jaw 46. Compression of the rubber pad assembly 43 is then released, thereby frictionally locking the pad assembly 43 between surfaces 46a and 46b of the jaws 46. The

assemblies

36 and 37 are held together by bolts 4-8 and nuts 49. It may be seen this arrangement permits relative lateral movement of the bolster 6 with respect to the motor.

The

assemblies

36 and 37, the bracket assembly 41 interconnecting

assemblies

36 and 37, and the bolster portion between the

brackets

34 and 35 form a four-bar linkage which is movable about brackets 34 and '35 by virtue of the ball joints mounted therein. likewise, the ball joints in the upper portions of the

assemblies

36 and 37 .provide flexible joints with bracket assembly 41. Upon relative lateral movement of the bolster with respect to the motor and therefore the truck side frames, the point of suspension of the motor jaws on rubber pad assembly 43 moves laterally with respect to the. bolster 6; The rubber pad'assembly 43 cushions the motor upon vertical movement of the bolster 6 as do the rubber pads in this specification to illustrate a suitable means of sup-.

porting a portion of the weight of'a traction motor and/ or securing a traction motor upon a truck bolster while allowing relative movement therebetween.

Reference 18 now made to FIG. 6 wherein we show the stabilizing means provided to keep the truck side frames longitudinally and laterally aligned while allowing rotational motion of one truck side frame with respect -to theother. The stabilizing means comprise brackets 32 "0 i and 33 secured to' side frames 1 and 2 respectively, and

1 stabilizing rods 29, 3t) and 3 1 interconnecting the side frames 1 and 2.

The

brackets

32 and 33 aresubstantially identical and 7 therefore only the structure of bracket 32 will be dearrangement comprises scribed. Bracket 32 comprises a backing plate 32a secured to truck side frame 1, as indicated in FIG. 2, and has stabilizing rod securing members 321) and 320 {see FIG. 7) extending therefrom. The brackets may be cast or fabricated, as desired. One end 54 of stabilizing rod 39 is secured in bracket 51 which is in turn secured to a sleeve 52 of spherical bearing assembly 53. The sleeve 52 is secured to the bracket 51 by means of snap rings 54 and 55. The spherical bearing assembly 53 comprises a spherical bearing member 56, the mentioned sleeve 52 having an inner surface contoured to match that of the bearing member 56, dust guards 57 and '3, preferably of rubber or some other resilient material to prevent dust or other foreign material from getting between the hearing surfaces of bearing member 56 and sleeve 52. Oil grooves 59 are provided in sleeve 52 to allow introduction of a lubricant between the bearing surfaces. The spherical bearing member 55 is mounted on the shaft of a bolt 69 and spaced thereon by means of sleeves 61 and 62 and

washers

63 and 64,. This entire assembly is mounted between the stabilizing rod securing members 325 and 320 of bracket 32 by means of the bolt 60 and nut 65.

The opposite end 6:; of stabilizing rod 36 is secured in bracket 67 as is end 63 of stabilizing rod 29. The bracket 67 is mounted on the sleeve of a spherical bearing in the same manner as bracket 51. The brackets and "1' 6 connected to rods 2% and 31 are similarly connected to

brackets

32 and 33 respectively. This stabilizing arragemerit provides a truss which restrains longitudinal movement of one truck side frame with respect to the other, and further prevents lateral displacement of the side frames.

Means are provided to allow rotational movement of one truck side frame with respect to the other, to allow the truck side frames to equalize the loadings on associated journals when track irregularities are encountered. That is, we provide means to allow the side frames to pivot individually about an axis parallel to the ground and perpendicular to the longitudinal axis of the truck assembly. Thus, although the stabilizing means provides a truss which restrains longitudinal movement of one side frame with respect to the other and also prevents lateral displacement of the side frames, the side frames 1 and 2, secured to the

brackets

32 and 33 respectively, are allowed some rotational movement about an axis indicated at A in FIG. 6, for example. To this end, we provide another spherical bearing assembly 71 interconnecting stabilizing rod 31 and bracket 5i. The spherical bearing assembly 71 is the same as bearing assembly 53 previously described, and is mounted in jaws 31a of rod 51. The sleeve of bearing assembly 71 is secured in bracket 51 in the same manner as sleeve 52 of bearing assembly 53. This permits rotational movement of the stabilizing rod 31 with respect to the brackets 51 and 7t), and therefore allows relative rotational movement of the truck side frames 1 and 2 without permanently distorting the truss in the horizontal plane.

The provision of this stabilizing means obviates the necessity of providing separate equalizing members which would otherwise increase the weight of the truck. Furthermore, it will be seen that the truck disclosed has no rigid truck frame transom members which would further increase the weight of the truck.

Referring again to FIG. 1, it is seen that the load which is applied to the side frames through the pad assemblies 7 is below the point of loading of the side frames on the journals. This construction provides a stable truck construction and by virtue of the stabilizing means including the spherical bearing assemblies, allows the truck side frames to tip slightly to augm nt lateral motion and lateral cushioning. Since the load on the journals is above the points of loading of the side frame, lateral tipping to augment lateral motion and lateral cushioning does not aifect the stability of the truck.

It will be apparent that the rubber pad assemblies 7 carry the vertical load of the bolster and the load upon the center plate 15 in shear and in compression. Additionally, the rubber pad mounting of the bolster permits lateral movement of the bolster with respect to the truck frames in much the same manner as the conventional swing hanger bolster support arrangement. However, with the rubber pad assemblies 7, upon relative movement of the truck sides and the bolster, the assemblies 7 will be laterally loaded in shear and will apply lateral restoring forces to the bolster to return the bolster to its normal position with respect to the truck side frames. Track tests and theoretical investigations have shown that the lateral restoring forces should not exceed approximately 12 percent of the weight on the center plate when the pad assemblies 7 are laterally deflected one inch.

Several factors must be taken into consideration when selecting the layers 7a. The rubber consistency must be kept within practical limits for manufacturing purposes and yet be soft enough to provide acceptable lateral springing. The pad angle must be selected that will provide the necessary degree of vertical statistic deflection for easy riding, yet the rubber in the assemblies 7 must be hard enough to prevent undue lateral springing or rotational movement of the bolster. Another consideration in design of the rubber pad assemblies is the ratio of the area of the layers 7a to the height of the pad assemblies. if this ratio is too low, there may be a buckling of the pad assemblies 7. I

We have found that best results are obtained when approximately 60 to 70 percent of the weight carried by the rubber pad assemblies loads the rubber pad assemblies in shear.

In trucks constructed in accordance with our invention, for the particular duro-meter of rubber used in the assemblies 7, we have mounted the assemblies 7 such that the layers 7a and plates 10 form an angle of 6 degrees with the vertical. However, this angle may vary depending upon the durorneter of the rubber layers 7a and the particular requirements of the embodiment of the invention utilized.

It will be realized that variations in the proportion of the compressive and shear loading of the rubber pad assemblies may be accomplished by varying the durometer of the rubber or by changing the quantity of the rubber in the pad assemblies.

In FIGS. 8 and 9 we show another embodiment of our invention. FIG. 9 is a view taken along section 99 of FIG. 8. in FIGS. 8 and 9 it is seen that we also provide a coil spring assembly 72 between the bolster 6 and the bottom 5a of the opening 5. A primary purpose of this spring assembly is to provide a force in opposition to the restoring force of the rubber pad asernblies when the bolster is displaced laterally with respect to the truck side frames. Ne have found in some applications the lateral restoring force of the rubber pad assemblies is of such magnitude as to return the bolster towards its normal position too rapidly following a lateral displacement of the bolster, which transmits a lurch or rocking motion to the locomotive car body mounted on the truck. The spring assembly 72 comprises coil spring 73 mounted on spring plates 7d and 75. The

spring plates

74 and 75 have bearing members 76 and 77 thereon respectively, which mate with bearing members 73 and; 7% respectively. Member 73 is mounted on the bottom of the opening 5' on side frame 1, and member 79 is mounted on the bolster 6. Sleeve 89 and guide till extend from

spring plates

75 and 74 respectively. Guide till fits internally in sleeve to align

spring plates

74 and 75.

The bearing members 76 and 77 attached to

spring plates

74 and 75 respectively may pivot in bearing

members

78 and 79 respectively to allow tilting of the coil spring assembly.

Upon relative lateral movement of the bolster to the side frames, the coil spring assembly is tilted with the top of the spring moving in the direction of Flanges 82 are provided on spring plate 74 which coop-, crate with portion 85 of thebolster 6 to limit lateral movement of the bolster with respect to the side frames.

' When tilted, the spring 73 exerts a lateral force on the bolster in the direction of movement of the bolster with respect to the truck side frames, which opposes the lateral restoring force of the rubber pad assemblies 7. With this construction and by proper choice of the spring 73, the lateral restoring force exerted by the rubber pad assem blies 7 may be regulated.

When the coil spring assembly 72 is used in a truck constructed in accordance with our invention, more freedom of design is allowed in the selection of the rubber pad assemblies "7., inasmuch as the rubber layer 7a of the rubber pad assemblies 7 may be made softer to decrease the lateral restoring force, and the spring '73 will then carry someof the vertical loading. When the coil spring assembly '72 is utilized, it may be found desirable to.

change the angle the rubber pad assemblies form with the vertical. y

In the arrangement shown in FIG. 8, we have found that an angle of approximately 6 degrees yields the most optimum riding qualities. It will be noted that in the arrangement shown in FIG. 8 we utilize rubber pad adapter mounts 83 and 84 to mount the rubber pad assemblies 7 between the bolster 6 and sides of the Window opening to achieve the proper mounting angle of the rubber pad assemblies 7. The snubber 13 is again provided to damp any vertical or lateral oscillations of the bolsterwith respect to the side frames.

The truck embodying our invention has no rigid truck bolster, transoms or truck end'sills and requires no separate equalizers by virtue of thestabilizing means which allows the side frames to equalize the loading on the associated journals. This construction affords a' lightweight truck which may be motorized. This truck though light in weight is adapted for high speed operation and allows lateral sprin ing of the bolster without the provision of conventional swing hangers. Furthermore, the truck is adaptable for mounting of conventional brake linkages as exemplified by the

brake cylinders

85 and 36 and associated actuating rods 87' and 83 shown in FIGS. 1 and 2.

, It will be further noted that this truck also provides for a traction motor bolster mounting which allows relative movement of the bolster with respect to the traction z motors.

Throughout the descriptions of our invention We have described the bolster as having relative lateral movement with respect to the truck side frames. In practice, the

truck side frames mounted on the axle journals follow the track and any lateral or vertical irregularities therein, and the bolster 6 and car body mounted thereon remains relatively stationary with respect to the direction of travel of the rail vehicle. Therefore, in actual practice it is the ,truck side frames which move laterally with respect to the bolster; Inasmuch as the traction motor is primarily supported on the axles interconnecting the truck 'side frames, the traction motors also move laterally with respect to the bolster, and the arrangement we have shown in FIG. 4 allows for this lateral movement of the traction motor as well as providing vertical springing of the traction motors. Throughout this specification we have referred to the assemblies 7 as rubber pad assemblies. The use of the word rubber is intended to include materials exhibiting like qualities to those of rubber, particularly the resilient quality.

The truck side frames and bolster utilized in a truck.

embodying our invention may be either cast or fabricated. The size and dimensions of the springs 73 will be dependent on the load carried by the truck as well as the characteristics of the pad assemblies 7. While we have illustrated only one sideframe 1 in elevation in describing our invention, it will be understood that the mating side frame 2 is identical thereto.

bolster movement with respect to 'the side frames.

While we have illustrated and described trucks for rail vehicles embodying our invention, changes and modifications to these disclosed embodiments may occur to those skilled in the art.- which do not depart from the spirit and scope of our invention. Accordingly, it is our intention to cover all changes and modifications of the examples of the invention herein chosen for purposes of disclosure which do not constitute departures from the spirit and scope of the invention. a

What we claim'as new and desire to secure by Letters Patent of the United States is:

1. A railway car truck assembly comprising: a pair of frames and transverse restoring forces for said bolster upon relative transverse movementof said bolster with respect to said side frames; a traction motor suspended at one end on at least one of said axle assemblies and re siliently supported at the other end thereof on said bolster, said traction motor and the resilient supporting means having means cooperating with each other to provide for relative transverse movement between said bolster and said traction motor; and stabilizing means disposed within a horizontal plane of said truck for interconnecting said side frames,'said stabilizing means being operative to prevent relative transverse and longitudinal movement of said side frames to maintain the squareness of .said truck assembly While at the same time permitting said side frames to pivot individually about an axis contained in axvertical transverse plane of said truck and to tilt together with respect to a vertical longitudinal plane of said truck to provide respectively for equalization of the load on the axle assemblies associated With said side frames and amplification of the relative transverse motion of said bolster with respect to said side frames. 7

2. The railway car truck assembly of claim 1 wherein said stabilizing means comprises a plurality of transverse members forming a truss structure and a plurality of References Cited by the Examiner UNITED STATES PATENTS.

1,386,587 8/2 1 Murray et al. 49 1,628,298 5/27 Anderson 105179 2,019,592 11/35 Young 105208.2 2,099,031 11/37 Neal etal. 105-l97 2,211,463 8/63 IIObSOIll 105-1972 2,316,592 4/43 lohnston 105208.2 2,347,628 4/44 Cottrell 105 4082 2,405,398 8/46 Buckwalter 105-193 2,477,517 5/49 Haynes 105--208 2,630,079 3/53 Cottrell 105-193 X 2,841,096 7/58 Hirst 105197 2,903,975 9/59 Rossell 105-l97 2,950,639 8/60 Rossell 105193 X 2,981,206 4/61 Lich 105-482 2,981,208 4/61 Sinclair 105-197 MILTON BUCHLER, Primary Examiner. IAMES S. SHANK, LEO QUACKENBUSH, Examiners.

Claims

1. A RAILWAY CAR TRUCK ASSEMBLY COMPRISING: A PAIR OF INDIVIDUAL SIDE FRAMES EXTENDING IN THE LONGITUDINAL DIRECTION OF SAID TRUCK AND HAVING THEIR ENDS MOUNTED ON WHEELS AND AXLE ASSEMBLIES; A TRUCK BOLSTER EXTENDING TRANSVERSELY BETWEEN SAID SIDE FRAMES; MEANS FOR RESILIENTLY MOUNTING THE ENDS OF SAID BOLSTER FROM SAID SIDE FRAMES TO PROVIDE FOR MOVEMENT OF SAID BOLSTER IN BOTH THE VERTICAL AND TRANSVERSE DIRECTIONS WITH RESPECT TO SAID SIDE FRAMES AND TRANSVERSE RESTORING FORCES FOR SAID BOLSTER UPON RELATIVE TRANSVERSE MOVEMENT OF SAID BOLSTER WITH RESPECT TO SAID SIDE FRAMES; A TRACTION MOTOR SUSPENDED AT ONE END ON AT LEAST ONE OF SAID AXLE ASSEMBLIES AND RESILIENTLY SUPPORTED AT THE OTHER END THEREOF ON SAID BOLSTER, SAID TRACTION MOTOR AND THE RESILIENT SUPPORTING MEANS HAVING MEANS COOPERATING WITH EACH OTHER TO PROVIDE FOR