US3545385A

US3545385A - Reinforced bolster dampening friction shoe

Info

Publication number: US3545385A
Application number: US754216A
Authority: US
Inventors: Otto W Neumann
Original assignee: Amsted Industries Inc
Current assignee: Amsted Industries Inc
Priority date: 1968-08-21
Filing date: 1968-08-21
Publication date: 1970-12-08
Anticipated expiration: 1987-12-08

Description

United States Patent Otto W. Neumann inventor [56] References Cited chiughminlis UNITED STATES PATENTS g 1 1968 R6.20,723 5/1938 Webb 1051197 13) 2,669,944 2/1954 Spenner.. l05/l97(DB) Patented Dec. 8, 1970 2,712,796 7/1955 Shafer l05/l97(D) Asslgnee Amsted Industries Incorporated cm 0 minds 2,731,923 1/1956 Couch 105/197(D) acor ir ationofDelaware 2827987 3/1958 Williams" P 3,072,076 1/1963 Warnock 105 97 D Primary ExaminerArthur L. La Point Assistant Examiner-Howard Beltran Attorney-Walter L. Schlegel Jr. and Russell W. Pyle REINFORCED BOLSTER DAMPENING FRICTION SHOE ABSTRACT- In a railwa I y truck wherem fnction shoes are 4Claims4D'awing Figs operatively carried in wedge-shaped pockets of the bolster U.S.Cl. 105/197; and urged upwardly and outwardly by one or more springs 188/250; 267/4 between the bottom of the friction shoe and the truck side Int. Cl. B61f 5/12, frame, a pair of depending side flanges on the bottom of the B6lf 5/24 shoe provides for positive positioning of the springs and Field of Search 105/197, prevents undesirable interference from the adjacent springs 197(D), 197(DB), 193; 188/250; 267/3, 4 supporting the bolster.

U/ I L 3 1 22 I REINFORCED BOLSTER DAMPENING FRICTION SHOE This invention relates to snubbing arrangements for railway car trucks and more particularly to a particular configuration for a friction shoe that is operatively carried in pockets located at opposite sides of the bolster and is urged against wear plates mounted on the side frame columns by means of a subjacent spring force.

, A conventional railway truck comprises spaced side frames interconnected by a'bolster resiliently supported by spring groups near its ends within the side frames. Inaddition, similar spring groups may be used to support friction shoes carried in of the shoe and having a diameter smaller than the inside diameter of the control spring, such that the control spring fits over the button and thus aids to maintain the .top of the spring in its proper position.

Within the limits of tolerancesof a railway truck, the load carrying coils in some circumstances have been known to shift over toward the control coil. Since only the presence of the control coil could prevent this occurrence, rubbing and other undesirable interference between adjacent springs could result. I t

The present invention contemplates the provision of an improved friction shoe construction, one object thereof being the provision of means to hold the control coil in position beneath the friction shoe and at the same time prevent undesirable interference between thecontrol coil and adjacent load carrying coils.

Another object of this invention is to provide means for preventing contact between the upper part of the controlcoil and the adjacent side frame column without detracting from the friction surface area of the shoe.

Other objects and advantages will become apparent from the following specification and claims taken in connection with the accompanying drawings, wherein:

FIG. 1 is a fragmentary elevational view, partly in cross section, of a railway truck that incorporates the features of the presently desc ribedinvention;

FIG. 2 is a transverse fragmentary sectional view, taken substantially along line 2-2 ofFIG. 1; c

FIG. 3 is a view of the improved friction shoe as seen from the end opposite to the end shown in FIG. 2, and corresponds to the view taken substantially along line 3-3 of FIG. 1; and

FIG. 4 is a fragmentary side view of the improved friction shoe as seen from the left-hand side of FIG. 3.

With reference now more particularly toFIGS. 1 and 2, the railway truck may be seen to be of conventional construction and includes a pair of spaced side frames, one of which is shown, each having a compression member 12 and a tension member 14 interconnected by spaced vertical columns 16 and terminating in pedestals 18 supported upon wheel and axle assemblies 20. It will be understood that the railway truck for the purposes of the present disclosure may be considered identical at both sides thereof and for the sake of brevity only that portion shown will be described in detail.

The compression member 12 and tension member 14, together with the spaced vertical columns 16 of the side frame 10 define a window 22 (FIG. 1) for the reception ofithe end of a bolster, generally indicated-at 24, comprising wedge-shaped pockets 26 at opposite sides thereof for reception in each of a friction shoe, generally indicated at 28. The bolster 24 is supported upon a plurality of spring groups 30 which rest at their lowerends on the side frame tension member 14. In addition to the spring groups 30, control coils, which may comprise two concentric helical springs 32 and 32', are provided intermediate said spring groups 30 (FIG. 2) and extend between the bottom surface 34 of the friction shoe 28 and the side frame tension member 14.

As shown in FIGS. 1-4, each friction shoe 28 comprises a vertical surface 36 which faces toward the adjacent side frame column 16 for sliding frictional contact with a wear plate 38 secured thereon; an inclined surface 40 sloping outward from topto bottom, said surface corresponding to and frictionally coacting with a similar bolster pocket inclined surface 42 (FIG. I); and a horizontal bottom surface 34, previously mentioned, which rests on the control coil 32.

In accordance with the present invention, the bottom surface 34 of each friction shoe 28 has a pair of spaced depending ribs or

flanges

44 and 46, said flanges extending downward from the sides of said bottom surface between the control coil 32 of said shoe and a corresponding adjacent spring group 30 supporting the bolster 24, as best illustrated in FIG. 2. The

flanges

44 and 46 are interconnected at their ends adjacent the corresponding wear plate 38 by a transverse vertical wall 48 which also depends from the friction shoe bottom surface 34 downward on a plane level with the vertical friction surface 36 of the friction shoe 28. In addition, partial transverse flanges 50 and 52(FIG. 3) may be provided at the other end of the

side flanges

44 and 46, respectively, which also depend downward from the friction shoe bottom surface 34.

It may thus be seen that the depending flanges described above together define a partial cavity in the friction shoe 28 for the reception and proper positioning of the upper end of an associated control coil 32. The transverse vertical wall 48 forms an extension of the vertical friction shoe surface 36 and. provides for greater sliding frictional contact between said surface and the corresponding wear plate 38. The transverse vertical wall 48 also serves to prevent the top of the control coil 32 from coming into contact with the associated wear plate 38. It may also be seen that the side flanges 44 and 46, as well as the partial

transverse flanges

50 and 52 will prevent interference with the control coil 32 from the adjacent spring groups 30.

Another feature of the improved friction shoe may be seen in FIGS. 1, 3, and 4. The friction shoe 28 is provided with a transverse cavity 54 (FIG. 1) the surfaces of which correspond to the respective outer surfaces of the shoe. A vertical web 56 is providedacross the cavity 54 and extends from the top thereof downward to a line intermediate the height thereof between the surfaces of the cavity corresponding to the inclined and vertical surfaces, 40 and 36, respectively, of the friction shoe 28.

lclaim:

1. In a railway truck including a pair of side frames including spaced vertical columns, said side frames interconnected by abolster resiliently supported on spring groups in said side frames, wherein wedge-shaped friction shoes are operatively carried in pockets of the bolster for sliding frictional contact with the side frame columns and at least one control spring between the bottom of the friction shoe and the side frame, an improvement in said friction shoe comprising a cavity formed on said shoe, a central vertical web extending downwardly and across the cavity for at least a portion of the height thereof, an opening in the sides of the friction shoe forming a lateral passage therethrough, a pair of flanges depending from the bottom of said friction shoe along substantially the entire length of the sides thereof, said flanges being spaced sufficiently for reception of said control spring and preventing interference from adjacent spring groups of said truck.

I 2. The improved friction shoe of claim 1 wherein said shoe includes a transverse wall depending from the bottom thereof and interconnecting said flanges.

3. The invention according to claim 2 wherein said friction shoe includes a vertical surface for sliding frictional contact