US3523505A

US3523505A - Motorized railway vehicle trucks

Info

Publication number: US3523505A
Application number: US715304A
Authority: US
Inventors: Richard L Lich
Original assignee: General Steel Industries Inc
Current assignee: GSI ENGINEERING Inc A CORP OF; Lukens General Industries Inc; General Steel Industries Inc
Priority date: 1968-03-22
Filing date: 1968-03-22
Publication date: 1970-08-11
Anticipated expiration: 1987-08-11

Description

United States Patent 72] Inventor Richard L. Lich Town and Country, Mo. [21] Appl. No. 715,304 [22] Filed Mar. 22, 1968 [45] Patented Aug. 11, I970 [73] Assignee General Steel Industries, Inc.

Granite City, Ill. a Corp. of Delaware [54] MOTORIZED RAILWAY VEHICLE TRUCKS 16 Claims, 9 Drawing Figs.

[52] US. Cl 105/182, 105/133, 105/197, 105/199, 105/200, 105/208.2 [51] Int. Cl B61f3/01, B6lf5/l0, 1361f 5/16 [50] Field ofSearch 105/182, 196, 197, 197D, 198, 199, 200, 202, 208, 208.1, 208.2, 133,135,136,138

[56] References Cited UNITED STATES PATENTS 1,772,928 8/1930 Kijlstra 105/182 2,168,293 8/1939 Kiesel 105/182 2,877,719 3/1959 Lich 105/199XR 2,908,230 10/1959 Dean 105/199XR 2,925,790 2/1960 Lich 105/199XR 2,928,358 3/1960 Meyer I05/l97XR 3,057,307 10/1962 Kennedy 105/200 Primary Examiner Arthur L. La Point Assistant Examiner- Howard Beltran Attorneys Bedell and Burgess Patented Aug. 11 1970 3,523,505

Sheet 1 of 4 Fl (3 2 INVENTOR RICHARD L. LICH ATTORNEYS Patented Aug. 11, 1970 Sheet R m m 2 U L Q L R Em 2 A L La a B Du L W l L 3 M 5 5 3 9 2 n: I. .n 4 4 FIG FIG-4 INVENTOR RICHARD L. LICH ww w ATTORNEYS Patented Aug. 11, 1970 3,523,505

INVENTOR RICHARD L. LICH BY 4 ATTORNE S Patented Aug. 11, 1970 3,523,505

Sheet 4- of4 INVENTOR RICHARD L. LICH BYW fW ATTORNEYS MOTORIZED RAILWAY VEHICLE TRUCKS FIELD OF THE INVENTION The invention relates to railway rolling stock and consists particularly in four wheel trucks of the separate side frame type, in which a bolster is swivelly mounted on the truck framing and is arranged to resiliently support a car body.

SUMMARY OF THE INVENTION The invention solves the problem of tramming a separate side frame truck of the type referred to above, by providing the side frames with inboard projections slightly offset from each other longitudinally of the truck, connecting the projections to each other by pivot elements extending transverse of the truck, and providing facing concave semicylindrical recesses in the longitudinally opposing faces of the side frame projections to accommodate relative tilting of the two side frames in their longitudinal planes.

DESCRIPTION OF THE PRIOR ART Prior trucks in which the body-supporting bolster is pivotally supported on the framing have been of the rigid frame type as exemplified by applicant's patent 2,877,719, or of separate side frame type in which the side frames are fixed to the axle boxes and have opposing inboard projections with concave openings in their opposing longitudinal faces, in which a pivot boss from the bolster is received and prevents relative longitudinal movement between the side frames. In the latter type of truck, tram is maintained by the rigid triangular relationship of the central pivot and the axle boxes.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. lis a plan view of a truck embodying the invention, partially horizontally sectionalized along line l-l of FIG. 3.

FIG. 2is a side elevational view of the truck illustrated in FIG. l.

FIG. 3is a transverse vertical sectional view along line 3-3 of FIG. I.

FIG. 4is a longitudinal vertical sectional view along line 4-4 of FIG. 1.

FIG. Sis a plan view of a truck embodying a modification of the invention, pivotally horizontally sectionalized like FIG. 1.

FIG. 6is a fragmentary longitudinal vertical sectional view alongline 6-6 of FIG. 5.

FIG. 7is a plan view of a truck embodying a further modification, partially horizontally sectionalized like FIGS. land 5.

FIG. 8is a fragmentary longitudinal vertical sectional view taken along line 8-8 of FIG. 7

FIG. 9is an enlarged fragmentary longitudinal vertical sectional view at the center of the truck, taken along line 8-8 of FIG. 7.

DESCRIPTION OF THE PREFERRED EMBODIMENTS l'nthe embodiment illustrated in FIGS. l- 4, the numeral 1 indicates flanged wheels arranged in spaced pairs respectively on each of

axles

2 and 3, which are spaced apart from each offset from each other longitudinally of the truck and their inboard end portions are in lapped relation with each other transversely of the truck, i.e., both extendtransversely beyond the center of the truck and having transverse surfaces opposing each other longitudinally of the truck. Projections Ill. and 11R are formed with

pockets

13L and 13R in their opposing transverse faces-on the same side of the truck as their respecother longitudinally of the supporting track. Transversely inboard of wheels .1, a pair of transversely'spacedlongitudinally extending s'ide frames 5L and SR, are clamped at theirends through resilient grommets 7 to journal boxes 9 rotatably mounted on

axles

2 and 3 such that the axles and side frames are permitted to tilt slightly in vertical planes longitudinally them and axles 2 and 3 in squared rciation (in train) with each other in plan, and providing a' swivel center for the truck, side frames 5!. .and' SR are formed intermediate their ends with rigidtransverse inboard projections l-l'L and] IR respectively constituting'a transom. Projections 1.1L and vllRare partially tive side frames and the extremities of projections UL and 11R form bosses 15L and 15R projecting longitudinally of the truck into

pockets

13R and 13L respectively. To permit tipping of side frames 5L and SR about a common transverse axis to accommodate to differing vertical irregularities in the opposite track rails, a pair of aligned tranversely extending

trunnion pins

17L and 17R are fixed to projections UL and 11R respectively and extend across

pockets

13L and 13R. Bosses 15R and 15L are transversely cylindrically apertured at 19R and 19L respectively to pivotally receive

trunnion pins

17L and 17R, which are surrounded by rubber bushings 21L and 21R to eliminate metal-to-metal contact between the trunnion pins and the boss apertures and to permit slight transverse tilting of the side frames with respect to each other.

Between

pockets

13L and 13R and bosses 15].. and 15R, the opposing transverse faces of projections 11L and 11R are formed respectively with upright concentric nearly

semicylindrical recesses

22L and 22R, which supplement each other to form a vertical cylindrical aperture at the center of the truck.

A cylindrical bushing 23 of elastomeric material is fitted into the aperture 22L 22R and is formed with top and bottom annular flanges 24 and 25 engaging the top and bottom surfaces of projections 11L and

11R surrounding apertures

22L and 22R, and a cylindrical metal bearing sleeve 27 is fitted within bushing 23. Sleeve 23 is formed with an'annular flange 28 at its upper end to support it on upper flange 24 of bushing 23. Bushing 23, by its yieldability, accommodates pivotal movements of side frame projections 11L and 11R, about

pivots

17L and 17R, with respect to each other and to metal bearing sleeve 23.

At their midpoints side frames 5L and SR mount resilient upwardly facing side bearings comprising flat elastomeric pads 29 and bearing plates 31, and a transverse bolster 33 has downwardly facing side bearing surfaces 35 slidably seated on plates 31 to form the sole vertical supports of the bolster. The resiliency of side bearing pads 29 permits the side frames to tilt individually longitudinally of the truck without interference by the bolster and without separation of the bolster and side frame side bearing surfaces.

At its center, bolster 33 mounts a depending vertical cylindrical pivot element 37 which is pivotally received within and extends through bearing sleeve 23 in the cooperating side frame projection 11L and 11R.

With the arrangement described above, the side frames are permitted to tilt about a common transverse axis with respect to each other, to accommodate to vertical irregularities inthe opposite track rails, by yieldability of grommets 17 surrounding the axle boxes, side bearing pads 29,

trunnion pins

17L and 17R and their

bushings

19L and 19R, and main pivot bushing 23. I:

The truck may include traction motors M connected to Iaxles 2 and 3 by gear boxes'G. For supporting the motor and gear box assemblies, side frames 51. and SR are formed witlii of a car underframe U. For transmitting longitudinal forces (draft and braking) between the bolster and car underfrarne,

. the bolster ends are formed with de'pencling'brackets 43, to

which are pivotally connected longitudinally extending a'nchor links 44, the" opposite ends of which-are connected by brackets 'Btounderframe U- In the embodiment of the invention illustrated in FIGS.

I 5-and6, axles Zand 3 support sidefra-mes 45L and 45R as-in the first described embodiment. For tying side frames 45L and 45R to each other, maintaining them and

axles

2 and 3 in tram, and providing a swivel center for the truck, side frames 45L and 45R are formed intermediate their ends with rigid transverse

inboard projections

47L and 47R respectively. The inner ends of

projections

47L and 47R are parallel to and offset from each other a substantial distance lengthwise of the truck and are formed with pockets 49L and 49R in their opposing transverse faces. At the center of the truck, between the spaced end portions of

projections

47L and 47 R is positioned a pivot block member 51 having a central vertical cylindrical recess 59 and longitudinally extending

ears

61, 61 which extend into projection pockets 49L and 49R respectively. Ears 61 are transversely cylindrically apertured at 63 and transverse pivot pins 65 mounted in

projections

47L and 47R, and surrounded by elastomeric bushings 65, extend through apertures 63 to pivotally connect pivot block members 51 to each of

side frame projections

47L and 47R and thus connect the latter to each other. ltwill be evident that, with this arrangement,

side frame projections

47L and 47R will be held against movement longitudinally of the truck with respect to each other so that, by virtue of the connection of

axles

2 and 3 to the side frames, a pair of triangles rigid in plan are formed by pivots 63 and the axle connections to the side frame, by which the truck framing is maintained substantially rigid in plan, but free to flex vertically to accommodate to vertical irregularities in the track rails.

As in the first embodiment, a transverse bolster 33 has a central depending pivot element 37 pivotally received in pivot aperture 59, and bolster 33 is supported on side frames 45L and 45R by resilient side bearings 29, 3].

In the embodiment illustrated in FIGS. 7and 8, side frames 75L and 75R are supported on

axles

2 and 3 as in the previously described embodiments. For tying side frames 75L and 75R to each other, maintaining them and

axles

2 and 3 in tram, and providing a swivel center for the truck, side frames 75L and 75R are formed intermediate their ends with rigid transverse inboard projections 79L and 79R respectively. The inner ends of projections 79L and 79R are offset longitudinally of the truck from each other and are spaced from each other a short distance lengthwise of the truck. Their opposing transverse faces are formed with opposed arcuate recesses 81L and 81R respectively concentric with the center of the truck, and a circular pivot block member 83 is positioned between recesses 81L and 81R. Pivot block 83 is of annular shape in plan with a central vertical cylindrical recess 85 and transversely extending ears 87 interposed between the opposing

transverse webs

89L and 89R of side frame projections 79L and 79R.

Webs

89L and 89R at both sides of recesses 81L and 81R are circularly perforated at 91 and ears 87 of pivot block 83 are similarly perforated. Bolts 93 of substantially less diameter than the perforations extend through the aligned perforations on both sides of the pivot block and mount on their protruding ends annular rubber pads 95 abutting adjacent surfaces of

webs

89L and 89R and additional elastomeric pads 97 between

webs

89L and 89R respectively and the opposing transverse faces of ears 87. Washers 99 between the bolt head and nut 103 respectively and the adjacent pads 95 hold all the pads under compression provided by nut 103. To space bolt 93 from the perforation surfaces

pads

95 and 97 are formed with annular ribs 91 around their central openings, which extend into the perforations and function as bushings therein. By means of bolt 93 and the associated pads.side frame projections 79L and 79R are connected to each other and to pivot block 83 against relative movement longitudinally of the truck and pivot block 83 is supported from projections 79L and 79R, while tilting movements of the side frame projections and the side frames longitudinally of the truck is permitted in accordance with vertical irregularities in the track rails.

As in the other embodiments, a transverse bolster 33 has a central pivot element 37 pivotally received in pivot aperture 85 and is supported on

side frames

75L and 75R by

resilient side bearings

29, 31.

I claim:

1. in a railway vehicle truck, a pair of wheeled axles, separate transversely spaced longitudinally extending side frames at each side of the truck supported at their opposite ends on said axles, each of said side frames having a transversely extending inboard projection, said inboard projections being offset from each other longitudinally of the truck and having portions in lapped relation with each other transversely of the truck, pivotal connections between the lapped portions of said side frame inboard projections permitting said projections to pivot relative to each other substantially about a common transverse axis, said side frame projections cooperating to provide a vertical axis pivot bearing at the center of the truck between said lapped portions, a transverse bolster slidably supported on said side frames and having a pivot element cooperating with said bearing to form a swivel center for said bolster with respect to said truck, upright spring means carried by said bolster ends for supporting a vehicle body, and means for connecting said bolster to a supported vehicle body for preventing swivel movements between said bolster and the body but permitting vertical and transverse action of said spring means.

2. In a railway vehicle truck according to Claim 1, the lapped portions of said side frame projections having transverse faces opposing each other longitudinally of the truck and concentric arcuate recesses in said opposing faces.

3. In a railway vehicle truck according to Claim 2, the pivotal connection between said projections comprising transversely extending pivot members disposed at both sides of said arcuate recesses.

4. in a railway vehicle truck according to Claim 3, each of said side frame projections having a pocket in its opposing surface atone side of said arcuate recesses and a boss at the other side, said boss on each of said transverse projections being received in said pocket on the other projection, said transverse pivot members extending across said pockets and through the bosses received therein.

5. In a railway vehicle truck according to Claim 4, elastomeric bushings surrounding said pivot members within said bosses.

6. In a railway vehicle truck according to Claim 2, said bolster pivot element comprising a cylindrical element depending from said bolster and pivotally received within the space formed between said side frame projections by said concentric recesses.

7. In a railway vehicle truck according to Claim 6, there being a cylindrical bearing sleeve around said bolster pivot element, and an elastomeric bushing between said sleeve and said arcuate recesses to accommodate tilting of said projections with respect to each other about said transverse pivot elements.

8. In a railway vehicle truck according to Claim 2, a pivot bearing block received in said arcuate recesses and having ears at its sides interposed between the opposing faces of said side frame projections.

9. in a railway vehicle truck according to Claim 3, longitudinally extending elements connecting each of said ears to the adjacent opposing transverse surfaces of said projections at both sides of said recesses.

10. in a railway vehicle truck according to Claim 9, elastomeric pads interposed between both of said ears and the opposing transverse surfaces of said projections to accommodate their relative tilting.

11. in a railway vehicle truck according to Claim 10, additional elastomeric pads in the end connections of said longitudinally extending elements to said side frame projections.

12. in a ralway vehicle truck according to Claim 11, said longitudinally extending elements comprising rods extending through aligned perforations in said projections and said ears, said rods being of less diameter than the perforations, elastomeric elements surrounding said rods within said perforations.

13. In a railway vehicle truck according to Claim 1, the inner ends of said projections being spaced apart a substantial said ears to said projections.

15. In a railway vehicle truck according to Claim 14, transverse cylindrical apertures in said ears and transverse pivot elements mounted on said projections and pivotally received in said apertures.

16. in a railway vehicle truck according to Claim 15, said transverse pivot elements having elastomeric bushings surrounding them within said apertures.