US3415203A

US3415203A - Dampening means between the chassis and truck of a railroad car

Info

Publication number: US3415203A
Application number: US670010A
Authority: US
Inventors: Frank W Hughes; Stuart A Schwam
Original assignee: Individual
Current assignee: Individual
Priority date: 1967-09-11
Filing date: 1967-09-11
Publication date: 1968-12-10
Anticipated expiration: 1985-12-10

Description

Dec. 10, 1968 w HUGHES ET AL 3,415,203

DAMPENING MEANS BETWEEN THE CHASSIS AND TRUCK OF A RAILROAD CAR Original Filed Jan. 19, 1966 3 Sheets-Sheet 1 20 32 E /(:':Z 4 1 s .44

423p. 4Z2 3 I (I I] I 4(@ as 40 as 54- f INVENTORS FRANK w. HUGHES STUART A. SCHWAM 5 Sheets-Sheet 2 w 44 M \IQQ 2% WW 5 o I MW... 2 fill/A Mi W1 A 0 I NM 1 4 MW M M g W/Zi a m V Dec; 10, 1968 F. w. HUGHES ETAL DAMPENING MEANS BETWEEN THE CHASSIS AND TRUCK OF A RAILROAD CAR Original Filed Jan. 19, 1966 IIIIIII'III'IIM Dec. 10, 1968 Original Filed Jan. 19,

FIG: .9-

F. W. HUGHES ET AL DAMPENING MEANS BETWEEN THE CHASSIS AND TRUCK OF A RAILROAD GAR 3 Sheets-Sheet Z5 I I I I E I49; I i 155 l5? l 1 i I44 w 14'2 5 v --l5l 90 6 5 a2? as? G2 5 64 5A ae 4 1 /'78 f 79 r 2 Mp5" I m 1 I v z I66 H2 349 8324 26 i k 104 JIMJ/ :25 '72 I 96' [IV we [28 40s H5 B2 if) vl34 [\IVEVTORS I FRANK w. HUIGHES -H" YSTUART A.scHwAM :22 G G I50 auuo United States Patent 3,415,203 DAMPENING MEANS BETWEEN THE CHASSIS AND TRUCK OF A RAILROAD CAR Frank W. Hughes, Rosemont, Pa., and Stuart A. Schwam, 372 Robinson Drive, Broomall, Pa. 19008, said Hughes assignor to said Schwam Continuation of application Ser. No. 521,603, Jan. 19, 1966. This application Sept. 11, 1967, Ser. No. 670,010 6 Claims. (Cl. 105-199) ABSTRACT OF THE DISCLOSURE A damper is disposed on the outboard side of each side frame of a truck underlying the body of a railroad car. The connection of each damper to the associated side frame is by a ball-and-socket joint located at the bottom of the side frame. The damper extends upwardly and outwardly from its connection to the side frame for connection by a ball-and-socket joint to the body of the car.

This application is a continuation of our copending application, Ser. No. 521,603, filed Jan. 19, 1966, now abandoned.

The body of a railroad car normally is seated upon the wheeled trucks which support it without being rigidly afiixed thereto. As the car moves over a track, the dynamic forces to which the trucks are subjected cause the body of the car to sway, rock or roll from side to side. The amplitude of body roll tends to increase as the speed of the car approaches a critical speed, and tends to decrease as the speed of the car recedes from or surpasses these critical speeds. When the speed approximates the critical speeds, the forces which are at resonance cause excessive sway, rock or roll, as a consequence of which lading damage and damage to the car may ensue. Accordingly, a principal object of the invention is to provide a railroad car with means for reducing body roll to a tolerable level at all speeds.

Another object is to provide a railroad car with energy dissipating means in the form of hydraulic dampers, interposed between the body of the car and the trucks upon which it is supported and operative not only to reduce body roll and the consequent wheel lift-off, but also pitch and vertical motion.

Other objects of the invention will become apparent when the following description is read with reference to the accompanying drawings, in which:

FIGURE 1 is a fragmentary side elevation of a railroad car constructed in accordance with the invention;

FIGURE 2 is a fragmentary end elevation of the railroad car shown in FIGURE 1;

FIGURE 3 is an enlarged section on line IIIIII in FIGURE 1;

FIGURE 4 is a section on line IVIV in FIGURE 3;

FIGURE 5 is a view of the chassis and the damper connection indicated by lines VV in FIGURE 3;

FIGURE 6 is a view of truck side frame and damper connection indicated by lines VIVI in FIGURE 3;

FIGURE 7 is an enlarged section on line VIIVII in FIGURE 5;

FIGURE 8 is an enlarged section on line VIIIVIII in FIGURE 6; and

FIGURE 9 is an elevation of the hydraulic damper, part being shown in section.

The following description is directed to the specific form of the invention shown in the drawings. It is not addressed to the scope of the invention, which may be practiced in various forms.

Referring to the drawings, a body 10 of a railroad car is supported upon a pair of trucks 12 which travel over rails 14 carried by ties 16 nested in a bed 18.

The body 10 of the car is typical. It includes a chassis having a horizontally extending floor 20, a center sill 22 extending longitudinally of the car and underlying the floor 20 and body bolsters 24 extending transversely of the car, as shown.

The trucks 12 are typical. Each includes a truck bolster 26 with opposite end portions 28 respectively extending into central bolster openings or windows 29 formed in a pair of laterally spaced side frames 30. Each side frame 30 comprises an upper member 32 over the opening 29, a lower member 34 under the opening 29 and bolster guide columns 31 respectively on opposite sides of the opening 29. Each end portion 28 of the bolster 26 extending into an opening 29 is seated upon a group of compression springs 36. Each end portion of each side frame 30 mounts a journal 38. Each pair of corresponding journals 38 respectively receive opposite end portions of an axle 40 carrying wheels 42, which engage the heads of the rails 14.

Associated with each truck are a pair of hydraulic motion dampening mechanisms 44, one on each side of the truck. Each of the mechanisms 44 includes an upper section 46 and a lower section 48. The upper section 46 includes a piston rod 50 having in the lower extremity thereof a central bore 54 and a counterbore 56. Fitted into the

bores

54 and 56 is a valve seat 58, and threaded into the bore 54 is a sleeve 60 which serves to secure the valve seat in position. Slidably fitted into the sleeve 60 is a valve 62 including a hollow cylindrical part 64 closed at its upper end by a wall 66. Extending upwardly from the wall 66 is a reduced diameter portion 68, slightly tapered axially, and extending about the base of the portion 68 in an angular groove 70 and a series of circumferentially spaced holes 72. The valve 62 is biased upwardly against the 'seat 58 by a compression spring 74 suitably housed within the valve part 64 and the sleeve 60. Extending about the axially tapered reduced diameter portion 68 of the valve, within the valve seat 58, is an annular orifice 75, which orifice communicates with the groove 70 and the series of holes 72. The lower extremity of the piston rod 50 is reduced in diameter to form a circumferentially extending shoulder 77. Threaded onto the lower extremity of the piston rod 50 is a piston head 76. Extending about the upper surface of the piston head 76 is a groove 78 and a series of circumferentially spaced holes 79. Overlying the groove 78 is a flapper valve 80, the inner marginal area of which underlies the shoulder 77.

The lower section 48 of the hydraulic damper 44 includes a base 84 having in the upper surface thereof a bore 88, a first counterbore and a second counterbore 92. Received by the bore 88 is a valve seat 94 secured in position by an annulus 96 threaded into the bore 88. Underlying the valve seat 94 and slidably fitted into the counterbore 90 is a valve 98 including a hollow cylindrical part 100 closed at its upper end by a wall 102. Extending upwardly from the wall 102 is a reduced diameter portion 104 slightly tapered axially, and extending about the base of the portion 104 is an annular groove 106 and a series of circumferentially spaced holes 108. The valve 98 is biased upwardly against the seat 94 by a compression spring 110 suitably housed within the valve part 100 and the counterbore 90. Extending about the axially tapered reduced diameter portion 104 of the valve, within the valve seat 94, is an orifice 111, which orifice communicates with the groove 106 and the series of holes 108.

The upper end of the base 84 is reduced in diameter, as at 112 and 114, these reduced diameter portions forming annular shoulders 116 and 118. Formed in the annular shoulder 116 is a groove 120 and a series of circumferentially spaced holes 122. Overlymg the groove 120 is a flapper valve 124 fitted within an annular member 125 having at the top thereof a radially inwardly extending flange 126, and having at the base thereof a radially outwardly extending flange 128 seated upon the shoulder 118. Interposed between the flange 128 and the lower extremity of a cylindrical member 130 fitted over the annular member 125 is packing 132. Fitted over the base 84 is a cylindrical member 134. The piston head 76 is provided with an O-ring 138 which engages the inner surface of the cylindrical member 130. The space between the lower extremity of the piston rod 50 and the base 84 within the cylindrical member 130 affords a compression chamber 139.

Fitted into the upper end portion of the cylindrical member 134 is a gland member 140 having a reduced diameter lower end portion 142 extending downwardly into the upper end portion of the cylindrical member 130. Interposed between the gland 140 and the upper extremity of the cylindrical member 130 is packing 144. The gland 140 is fitted over the piston rod 50 and is provided with O-rings 146 and 148. Threaded into the upper end portion of the cylindrical member 134 is a gland nut 150 which serves to secure the gland 140 in position. The annular space between the gland 140 and the piston head 76 and between the piston rod 50 and the cylindrical member 130 affords an extension chamber 151 which is in communication with the counterbore 56 via a series of radially extending passages 82. The annular space between the gland 140 and the base 84 and between the

cyindrical members

130 and 134 affords a reservoir 153 which is in communication with the counterbore 92 and holes 122 via a series of radially extending passages 136 and with an annular oil groove 155 extending about the inner surface of the gland 140 via a radially extending passage 157. Mounted on the piston rod 50 and extending downwardly over the cylindri- I cal member 134 is a shroud 152, as shown.

The upper end portion of the piston rod 50 is provided with a tongue 154 extending upwardly between th arms of a clevis 156, which clevis is aflixed to the body bolster 24. The tongue 154 is fitted with a bushing 158 which receives a spherical element 160. A bolt 162 extends through the arms of the clevis and the spherical element 160, and a nut 164 is threaded on the end of the bolt.

The lower end of the base 84 is provided with a tongue 166 which tongue extends downwardly alongside the upper end portion of a bracket 168 from which there extends a pintle 170. The tongue is fitted with a bushing 172 which receives a spherical element 174. The pintle 170 extends through the spherical element 174, and a nut 176 is threaded on the end of th pintle.

In the use of the hydraulic dampers 44, normally extension chamber 151 and compression chamber 139 are filled with oil, and reservoir 153 is partially filled with oil. When the body of the car rolls to one side, the damper 44 on that side contracts, and when the body rolls to the other side, said damper is extended. When the damper 44 contracts, the compressive forces cause the piston rod 50 to move farther into the cylindrical member 130, reducing the size of the compression chamber 139 and increasing the size of the extension chamber 151. Thereupon, the flapper valve 80 opens, and an unrestricted flow of oil passes from the compression chamber 139, through the series of holes 79 into the extension chamber 151. A restricted flow of oil passe from the compression chamber 139, through the series of holes 72, annular orifice 75 and the several passages 82 into the extension chamber 151. The flapper valve 124 remains closed. Furthermore, since all the oil displaced from the compression chamber 139 cannot be accommodated by the extension chamber 151, fluid pressure forces the valve 98 downwardly against the influence of spring 110. Initially a restricted flow of the excess oil occurs from the compression chamber 139, through the annular orifice 111, the series of holes 108 and the several passages 136 into the reservoir 153. When the fluid pressure becomes great enough to force the whole of the valve 98 below the valve seat 94 against the influence of spring a free flow of the excess oil occurs from the compression chamber 139, through the Valve seat 94, the series of holes 108 and the several passages 136 into the reservoir 153.

When the damper 44 is etxended, the tension forces cause the piston rod 50 to move outwardly in cylindrical member increasing the size of the compression chamber 139 and decreasing the size of the extension chamber 151. The flapper valve 80 remains closed. Oil is forced out of the extension chamber 151 through the several Passages 82. Fluid pressure forces the valve 62. downwardly against the influence of spring 74. Initially a restricted flow of oil passes from the extension chamber 151, through the several passages 82, the annular orifice 75 and the series of holes 72 into the compression chamber 139. When the fluid pressure becomes great enough to force the whole of the valve 62 below the valve seat 58, a free flow of the oil passes from the extension chamber 151, through the several passages 82, the valve seat 58 and the series of holes 72 into the compression chamber 139. Furthermore, since the volume of oil displaced from the extension chamber is less than that which can be accommodated by compression chamber 139, the flapper valve 124 opens and an unrestricted flow of oil passes from the reservoir 153 through the several passages 136 and the series of holes 122 into the compresion chamber 139.

The passages through which the oil flows from the compression chamber 139 to the reservoir 153 when the damper 44 contracts, and through which the oil flows from the extension chamber 151 to the compression chamber 139 when the damper 44 is extended, are of a size to restrict the flow so that considerable force is required at loW velocity to contract or extend the damper 44. Thus some of the energy tending to cause the body 10 to roll relative to the rail head is dissipated, resulting in a dampening action which affords a stable car at all speeds.

It will be noted that the dampers 44 are double action devices, and that not only are they effective to reduce body roll, but also pitch and vertical movement. When the body of the car pitches forwardly, the dampers 44 associated with the front truck tend to contract and those associated with the rear truck tend to be extended. When the body of the car pitches rearwardly, the dampers 44 associated with the rear truck tend to contract and those associated with the front truck tend to be extended. When the body of the car moves vertically, all of the dampers 44 are either contracted or extended, depending upon whether the body of the car moves downwardly or upwardly.

Irrespective of the degree of loading, in the absence of roll and pitch, each damper 44 is in a neutral position, the neutral position being a predetermined position within a range of positions, depending upon the degree of loadmg.

What is claimed is: 1. In a railroad car, the combination comprising: (A) a truck having (1) side frames provided with bolster windows, (2) a truck bolster with opposite end portions extending respectively into said windows, and (3) springs supporting said truck bolster on said frames, (B) a chassis including (1) a body bolster pivotally mounted on said truck bolster, and (C) motion dampening means on each side of said truck disposed generally along the vertical longitudinally extending median plane of said truck bolster and pivotally connected to said chassis and to the associated side frame below the bolster window. 2. The combination according to claim 1 wherein a damper is disposed on the outboard side of each side frame, and the dampers diverge upwardly for connection to opposite end portions of the body bolster.

3. The combination according to claim 2 wherein the dampers are double action hydraulic devices connected to the side frames and the body bolster by balland-socket type joints.

4. In a railroad car, the combination comprising:

(A) a truck having (1) side frames provided with bolster windows,

(2) a truck bolster with opposite end portions extending respectively into said windows, and

(3) springs supporting said truck bolster on said frames,

(B) a chassis including 1) a body bolster pivotally mounted on said truck bolster,

(C) motion dampening means on each side of said truck proximate the vertical longitudinally extending median plane of said truck bolster, and

(D) ball-and-socket type joints connecting each of of said motion dampening means to the associated side frame in the vicinity of the bolster window opening and to said chassis thereby to provide for movement of said motion dampening means to accommodate every possible rotary and translatory movement of said chassis relative to said side frame.

5. The combination according to claim 4 wherein each ball-and-socket type joint comprises (A) a pair of parts, and

(B) means interconnecting said pair of parts including (1) an element having a spherical outer surface area and movably captured in a socket formed in one of said parts, and

(2) a pin extending from the other of said parts 0 clear distance between the arms of said clevis, the spherical element is captured by said tongue and projects outwardly in opposite directions from the sides thereof, being also captured between the arms of said clevis, and said pin extends through the arms of said clevis.

References Cited UNITED STATES PATENTS 731,626 6/1903 Shefiield et al. -192 1,438,837 12/1922 Leboucher 105-453 1,498,494 6/1924 Turner 105-199 2,241,757 5/1941 Baade 105l92 2,244,501 6/1941 Pierce 188-83 2,500,906 3/1950 Soloview 105-199 XR ARTHUR L. LA POINT, Primary Examiner.

H. BELTRAN, Assistant Examiner.

US. Cl. X.R. l05453; l8883