US3559588A

US3559588A - Railway bogie with snubbed bolster

Info

Publication number: US3559588A
Application number: US690986A
Authority: US
Inventors: Robert W Luebke
Original assignee: GENERAL STANDARD Co
Current assignee: GENERAL STANDARD Co
Priority date: 1967-12-15
Filing date: 1967-12-15
Publication date: 1971-02-02
Anticipated expiration: 1988-02-02

Abstract

An apparatus and method designed to prevent the excessive roll of freight cars caused by uneven tracks, track curves and uneven roadbeds. The apparatus and method discussed herein are designed to produce a predetermined biasing tension on the bolster member between the side frame of a freight car truck in a manner such that most of the rolling motion of the car body, which is supported on the truck, is converted from essentially a roll motion to a substantially vertically directed controlled motion. While the method is designed to convert freight car roll motion to essentially vertical motion, the apparatus used to carry out the method may be varied. The preferred system utilizes at least one cable secured to one of the side frames of a freight car truck and which extends therefrom into contact with biasing devices secured to the bolster portion of the truck and which is finally connected to the opposite side frame. Acceptable results can be produced utilizing a plural rod, link pin assembly, an electromagnetic biasing arrangement, or a hydraulic biasing arrangement.

Description

United States Patent [72] Inventor Robert W. Luebke 3,439,631 4/ 1969 Cope 105/199X Baltimore. Md. 3,443,528 5/1969 Lipsius et a1 105/ 199x 1 g 322% Primary Examiner Arthur L. La Point ga 2 Assistant Examinerl-loward Beltran [73] Assignee General standard Company A ttorney- Petherbndge, O Neill & Llndgren Chicago, 111. a corporation of Illinois ABSTRACT: An apparatus and method designed to prevent [54] RAILWAY BOG"; WITH SNUBBED BOLSTER the excessive roll of freight cars caused by uneven tracks, 11 chin, 16 Drawing Figs track curves and uneven roadbeds. The apparatus and method discussed herein are designed to produce a predetermined [52] US. Cl 105/197, biasing tension on the bolster member between the Side frame 105/185 105, 193 105/ 200; 267/3 267/ I l of a freight car truck in a manner such that most of the rolling [51] [Ill-Cl B6" 5/06, motion f the car body which is supported on the truck is 3615/44 converted from essentially a roll motion to a substantially ver- [50] Field of Search IDS/185, ticany directed controlled motion while the method is 4 197D 201; 267/2 11 designed to convert freight car roll motion to essentially vertical motion, the a aratus used to ca out the method ma be [56] Reemmes varied. The prefe i ed system utilizes least one cable secd red UNITED STATES PATENTS to one of the side frames of a freight car truck and which ex- 1,404,966 1 1922 Johnson 267/2 tends therefrom into contact with biasing devices secured to 1,647,518 1 1/1927 Hawley. Jr. 267/1 1 the bolster portion of the truck and which is finally connected 2,237,382 4/ 1941 Woodling 105/ 197(D) to the opposite side frame. Acceptable results can be 2,288,383 6/ 1942 Anderson 105/ 185 produced utilizing a plural rod, link pin assembly, an elec- 3,208,402 9/ 1965 Bingham l05/164X tromagnetic biasing arrangement, or a hydraulic biasing ar- Cardwell 105/ 1 99X rangement.

FIGJI PATENTEDFEBZ I97! SHEET 1 or 4 INVENTOR. ROBERT W. LUEBKE ATTORNEYS.

PATENTEU FEBZ IQYI SHEET 2 OF 4 FIG4 3 'III INVENTOR.

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PATENTEUFEBZ 19m V 3,559,58

' sum 3 [1F 4 FIG? 87 f 88 I02 INVENTOR ROBERT W. LUEBKE ATTORNEY PATENT El] FEB2 IBTI 232 x u 232 4/73 234 [238 I 238 23.4

INVENTOR. ROBERT w. LUEBKE BY WW fihwa/aaw;

ATTORNEYS.

RAILWAY BOGIE WITH SNUBBED BOLSTER Severe freight car roll problems have been created in the railroad industry by the use by railroads of what are commonly known in the industry as high-cube-cars.- These high-cubecars embody a combination of particularly high centers of gravity and critical truck-center dimensions which approximate one rail length. The roll problem created by such cars most frequently occur at slow speeds and can be best characterized as a vibration of resonance problem. In other words, a slight roll of one of the high-center-of-gravity cars, which may be caused by uneven track joints. irregular elevation of curves in the tracks or uneven roadbeds once it commences, becomes somewhat self-generating due to the general instability of the high-center-of-gravity car continued irregular track elevation and the speed at which the car is moving over the tracks.

It has been found experimentally that freight car vibration or resonance roll problems tend to occur most frequently when the car is traveling at a sustained and relatively low speed as would ordinarily be encountered on grades, sharp curves and freight yards. Various tests have indicated that the critical speed at which severe and dangerous roll is produced in an unstabilized freight car appears to occur between 16 and I8 miles per hour with the maximum car body roll angle developed being between 9 and 12. When this type of freight car roll is produced under typical track and speed conditions. the roll resonance can reach a point where its severity is such that the car lifts its wheels and derails.

In tests conducted in relation to the stabilizing method and apparatus of the invention, it was found that the critical roll speed of freight cars could be increased from about 18 miles per hour to between about 26 and 32 miles per hour. Simultaneously with this increase in critical speed, the resonance curve was reduced and the maximum roll angle was reduced to between about 2 and 4 with the conversion of roll motion to vertical motion being quite pronounced.

Freight car speeds of about 18 miles per hour are relatively common during freight yard siding steep grade and sharp curve operations and contribute to aggravated resonance roll problems. Since, however, critical freight car roll and resonance speeds can be increased to between about 26 and 32 miles per hour, roll severity at such speeds can be reduced to about 2 to 4, substantially below a danger level, and the effectiveness of standard truck snubbing can be doubled by the method and apparatus of the invention and the danger of freight car derailment due to resonance roll can be virtually eliminated.

The railroads and their suppliers have worked on the problem of roll resonance which has been found to be a serious problem in the use of the high cube"-freight car. While many devices have been used and placed on the market as potential solutions to the resonance roll problem, most os such devices are classifiable into energy absorbing mechanisms which have been found to be lacking in operational efficiency, difficult to maintain, and/or expensive to install.

The roll stabilizer and method of the invention, presents a different approach to the solution of the resonance roll problem. The stabilizer of the invention makes no attempt to absorb energy as was the case with the previous devices but to convert roll energy into generally vertically directed vibration energy which can be more easily and efficiently absorbed by truck snubbers of the type commonly provided on freight cars.

The preferred embodiment of the roll stabilizer of the invention is ordinarily composed of not more than two pairs of flexing cables per freight car truck and a series of metal guides provided on the truck side frames and spanning bolster. This stabilizer, therefore, can be produced and installed with a minimum of expense and with a minimum of structural modification of an existing freight car truck. It is compact, flexible, simple and generally maintenance-free. Since the device is capable of converting roll motion into vertical vibration motion, no additional snubbing devices need be provided on the truck, and the present snubbers can be more effectively used to absorb roll energy. Further, due to the simplicity of the installation of the stabilizer of the invention, its operating condition can be simply checked visually since it has been found that the device will work effectively, even though somewhat loose, as long as the cable is intact. In addition, the cable stabilizing apparatus is readily adaptable to any freight car truck design.

Various other objects and advantages of the invention will hereinafter become more fully apparent from the following description of the drawings illustrating presently preferred embodiments thereof and wherein:

FIG. I is a front elevation, partially in section illustrating a freight car truck bolster supported upon and between a pair of side frames with a preferred stabilizer of the invention illustrated in operative relation;

FIG. 2 is a fragmentary top plan view of an end of the bolster illustrated in FIG. 1;

FIG. 3 is a side elevation of one of the side frames shown in FIG. 1, illustrating the stabilizer cable connections thereon;

FIG. 4 is a side elevation of a freight car side frame similar to that shown in FIG. 3 but illustrating a modified version of the stabilizer wherein the stabilizer cables are led through the interior of the hollow bolster structure;

FIG. 5 is a front elevation of the modified version of the invention illustrated in FIG. 4 with most side frame parts omitted for clarity and illustrating the stabilizer cables led through the hollow bolster structure;

FIG. 6 is a front elevation, similar to that of FIG. 5, illustrating another modified version of a stabilizer of the invention utilizing an endless cable;

FIG. 7 is a side elevation of the side frame of the modified version of the invention shown in FIG. 6 illustrating the bolster-cable relationship thereof;

FIG. 8 is a schematic illustration in front elevation of normal operation of a bolster of a truck assembly of a standard car without the road stabilizer of the invention;

FIG. 9 is a schematic illustration in front elevation of the operation of the bolster of the truck assembly shown in FIG. 8 experiencing an unloading of one side frame due to a poor roadbed and the like;

FIG. I0 is a schematic illustration in front elevation of the operation of the bolster bed of the truck assembly of FIG. 8 showing the motion of the bolster after experiencing the uneven bed condition of FIG. 9;

FIG. 11 is a schematic illustration in front elevation of a freight car truck utilizing the roll stabilizer of the invention in a normal condition;

FIG. 12 is a schematic illustration in front elevation of the freight car truck of FIG. I l experiencing an unloading of one frame member due to the uneven roadbed;

FIG. 13 is a schematic illustration in front elevation of the freight car utilizing the two stabilizer invention of FIG. 11 showing the stabilizing action of the roll stabilizer of the invention after experiencing the uneven bed condition of FIG. 9;

FIG. 14 is a schematic front elevation of a freight car truck assembly illustrating a modified version of the invention utilizing a plurality of pivotally mounted rods and pivoting link pins;

FIG. 15 is another modified version of the invention illustrating in schematic front elevation of the utilization of interconnected electromagnetically actuated stabilizing means on a freight car truck; and

FIG. 16 schematically illustrates, in front elevation, a modified version of the invention wherein the roll stabilizer comprises pairs of interacting hydraulic stabilizing means.

Referring now to the drawings and particularly FIGS. 1, 2 and 3 thereof, a railway car truck utilizing a preferred cable stabilizing of the invention is illustrated. The car truck consists of left-hand and right-hand side frame assemblies, generally designated 2 and 4, respectively. For purposes of carrying out the method of the invention, most of the readily available and presently employed freight car side frames can be used. As can be best seen in FIG. 3, the side frames 2 and 4 of the railway truck are horizontally elongated and are provided adjacent opposed ends thereof with downwardly opening recesses 6 and 8.

The walls bordering these recesses are adapted to be supported upon conventional wheel and axle assemblies fitted with roller bearings and adapters which are introduced into the openings and support the car truck. Each of the elongated side frames is provided with a centrally located generally rectangular opening 10 which opening is designed to receive and resiliently retain an extremity of a conventional bolster member, generally designated 12.

The bolster member 12 of the railway truck is shown to be positioned with ends 14 and 16 thereof projecting through the respective rectangular openings l of side frames 2 and 4. FIG. 1 best illustrates that the opposed ends 14 and 16 of the truck bolster 12 are supported in a conventional manner on spring grOUpS, generally designated 18 and 20, respectively, or other suitable .tension members which are positioned between the undersurface of bolster ends 14 and 16 and the lower wall bordering rectangular opening of the side frame. The railway car body itself (not shown) would be supported upon bolster l2 and the

spring groups

18 and 20 would assist in cushioning the ride of the car in transit; also included but not shown are a pair of friction snubbing devices to dampen vertical car vibration. Ordinarily, a pair of essentially identical railway trucks of the type illustrated in FIGS. 1, 2 and 3 are employed on each railway car. The body of the car would be supported at its opposite ends therefor upon a pair of longitudinally spaced and resiliently mounted bolster member 12.

Referring now particularly to FIG. 1, a bracket member 22 is welded or bolted to the inside of the upper portion of the side frame 2 adjacent to the rectangular opening 10 thereof. One end of a length of flexible cable 24 is shown to be secured by a bolt 26 to the bracket member 22. Although not shown, it is preferred that the ends of the cable 24 be provided with conventional back splices forming a loop through which a U- shaped bracket bolt of the type indicated as 26 can be inserted through the loop of the back splice and threaded to the bracket.

The flexible cable 24 is led from its point of anchoring on bracket 22 of side frame 2 down and under a rotatable guide member 28 which is rotatably mounted upon one of the sides of bolster 12 adjacent end 14 thereof. The flexible cable 24 is led from under the guide member 28 along the length of bolster l2 and over a second guide member 30 which is rotatably secured to a side of bolster 12 adjacent end 16 thereof. The flexible cable 24 is led from the second guide member 30 downwardly to a lower bracket member 32 which is welded to bolted to the inside lower portion of said frame 4 adjacent the rectangular opening 10 thereof. As was the case with the opposite end of the flexible cable 24, this end is similarly secured to the bracket member. In like manner, a second flexible cable 34 is secured by a bolt 38 to a bracket member 26 which has been welded to the upper inside portion -of side frame 4. In this instance, the flexible cable is led down from the bracket 36 and under rotatable guide member 30. It is then led from the guide member 30 over the top of guide member 28 and down therefrom into bracket 38 to which the end of the flexible cable 30 is suitable anchored.

As is best seen in FIG. I, both of the

flexible cables

24 and 34 are led into frictional contact with both the

rotatable guide members

28 and 30. The construction of rotatable guide member 30 and a second rotatable guide member 40 disposed on the opposite side of bolster 12 is shown in FIG. 2. The construction embodied in the design of each of the guide members illustrated in FIGS. 1 and 2 is that of a tandem sheave arrangement 42 which is rotatably mounted upon an axle 44, the base 46 of which has been welded to the side of the car truck bolster.

While in some applications, it may only be necessary to employ a single cable mounted in either the manner shown with respect to

cable

24 or 34 in FIG. I, it will be preferred in most applications of the cable stabilizer system of the invention to employ two or more cables on each railway car truck. In

general, the most reliable and most effective cable arrangement would be one which will employ two pairs of flexible cables. as illustrated in FIG. 3 Such a construction will embody a pair of

cables

24 and 34 extending from the left-hand side frame 2 to the right-hand side frame 4 on one side of the bolster I2 and a second pair of

cables

24 and 34 similarly mounted on the side frames and extending from the left-hand to the right-hand side frame on the opposite side of the bolster.

A modified version of the cable stabilizer system of the invention is illustrated in FIGS. 4 and 5. In this embodiment of the stabilizer of the invention. a conventional bolster. generally designated 50, is positioned between a pair of side frames, generally designated 52 and 54, respectively. Here, a flexible cable 56 is secured by a bolt 58 to a bracket member 60 which has been previously welded to the top outside portion of side frame 52 adjacent a rectangular opening in the side frame of the type provided in the above discussed arrangement. While not shown in the drawings, this embodiment would also utilizes a resilient spring or biasing system of some kind to resiliently support the bolster 50 upon the side frames 52 and 54.

The flexible cable 56 is led from bracket 60 on the outside of side frame 52 down into and through the hollow bolster 50 and emerges and extends downwardly from the opposite end of the bolster and is secured to a bracket 62 welded to the lower outside portion of side frame 54 by a bolt 64. A bracket member 66 is welded to the outside upper portion of side frame 54 adjacent the bolster receiving opening provided therein and a flexible cable 68 is connected to the bracket by a bolt 70. The flexible cable 68 extends from the bracket 66 welded to the outside of side frame 54 downwardly into and through the hollow bolster member 50 and merges from the opposite side of the bolster member and extends downwardly to a bracket 72 which is welded to the lower outside portion of side frame 52 where it is anchored to bracket 72 by a bolt 74.

In this embodiment, no special guide members are provided on the bolster 50 for guiding the

flexible cables

56 and 68 since the edges of the bolster bordering the opposed open ends thereof can be machined to serve both as guides and biasing means.

Referring particularly to the side frame 54 illustrated in FIG. 4, it can be seen that pairs of

cables

56 and 68 are used to most effectively stabilize the railway truck.

FIGS. 6 and 7 illustrate another embodiment of a cable-actuated stabilizing system of the invention. FIG. 6 illustrates a bolster member, generally designated 80, which is supported between a left-hand and a right-hand side frame, 82and 84, respectively. As was the case with respect to the embodiments discussed above, the bolster is supported between side frames 82 and 84 in generally floating relationship with respect thereto by positioning on spring groups or other suitable biasing means (not shown). As is shown in this particular embodiment of the stabilizer of the invention, the top portions of both side frames 82 and 84 are provided with cable guides 86 and 88, respectively, welded thereto. The bottom portions of both of the side frames are similarly provided with cable guides 90 and 92 welded thereto. Here, however, instead of mechanically anchoring the cable providing the stabilizing function, an endless cable 94 is led over each of the cable guides, around the outside of both side frames 82 and 84 and crossing over itself at about the midpoint of bolster 80 to form a generally figure 8 pattern, as shown in FIG. 6. The opposite ends 96 and 98, respectively, of the bolster 80 are provided with generally cylindrical

cable locking members

100 and 102, respectively, which secure the cable 94 to the-bolster ends 96 and 98. The cable-locking

members

100 and 102 are formed as cylinders which are welded to the respective ends of bolster 80.

Referring now to FIG. 7, the side frame 84 illustrated in FIG. 6 is shown with a cable 94 extending around the outside thereof over

guide members

88 and 92 and through locking member 102. In this endless cable embodiment, it is preferred for most applications to use a pair of endless cables, as is illustrated in FIG. 7. To produce the proper and controlled function of the locking members 102, they are interconnected across bolster end 80 by a support plate 104.

The comparative operation of an unstabilized railway car truck and that of a stabilized car truck utilizing the cable system of the invention is schematically illustrated in FIGS. 8 through 13.

FIG. 8 schematically illustrates a pair of side frames 1 10 and 112 between which a generally horizontally extending bolster 114 is mounted and resiliently supported upon

spring groups

116 and 118 on the base portions of side frames I10 and 112. respectively. FIG. 8 illustrates the operative relationship of the elements of the railway truck during normal operation of the car upon a typical railroad track. FIG. 9 illustrates the unloading of the spring group 118 of side frame 112 as the result of the side frame and the wheels, upon which it is supported, dropping into a low track joint, or an uneven section of track due to a poor roadbed. As spring group 118 is unloaded, the

weight of the car body supported upon bolster 114 tends to cause the bolster to deflect downwardly from the horizontal as illustrated in FIG. 10, compressing spring group 118 and unloading spring group 116 of side frame 110. In this instance, if the car speed is within critical roll range, i.e., about 18 miles per hour, and the track is sufficiently uneven, the roll produced, as illustrated in FIGS. 9 and 10, is likely to commence the production of roll resonance in the freight car. This would be caused as the spring group 118 responds to its compression by forcing the depressed end of bolster 1 l4 upwardly, thereby causing the opposite end of the bolster to move downwardly and to compressive engagement with spring group 116. If the roadbed is sufficiently uneven, this roll resonance can be aggravated to the point, particularly with high-cube cars, that a complete derailment of the car can be produced.

The cable controlled stabilizer of the invention, the operation of which is schematically illustrated in FIGS. 11 through 13, will prevent the development of this roll resonance. In FIGS. 11 through 13, structures corresponding to those illustrated in FIGS. 8 through 10 bear the same identification. Therefore, in FIG. 11, a flexible cable 120 is connected to the top portion of side frame 110 in the manner discussed above in connection with the embodiment of FIG. 1. The flexible cable 120 is led downwardly from the top portion of side frame 110 and under a cable guide member 122 which is secured to bolster 114. The cable 120 is led from cable guide member 122 over the top of a second cable guide member 124 and in frictional engagement therewith. The flexible cable 120 is finally led downwardly from guide member 124 to the bottom portion of side frame 112 to which it is connected in a manner similar to that set forth with respect to the embodiment illustrated in FIG. 1.

FIG. 1 1 illustrates a car truck utilizing the cable-stabilizing method and apparatus of the invention wherein the car is traveling along in essentially the level section of track. In the schematic illustration of FIG. 12, which corresponds to the occurrence illustrated in FIG. 9, the wheels upon which side frame 112 is supported drop down due to an uneven portion of track. As side frame 122 drops down with the wheels, spring group 1 18 attempts to unload as it did in FIG. 9. However, in this instance, as bolster 114 begins to respond to the unloading of spring group 118 and to deflect downwardly at one end thereof, tension is produced in cable 120 as cable guide member 124 begins to move into biasing contact therewith. The tension produced in flexible cable 120 by the biasing moment of cable guide member 124 is reflected in the drawing downward of the opposite end of the bolster 114. Therefore, what would normally develop into a roll or downwardly deflecting movement of the right side of bolster 114 due to the tension produced in flexible cable 120 now becomes an essentially even vertically downward movement of the entire bolster 114 and car body which it supports. Such even and controlled downward and upward movement of both ends of bolster 114 will continue over uneven sections of track thereby converting what would otherwise be a resonant roll movement into a substantially vertical movement of the bolster 114 and the car body carried thereby with respect to the side frame members.

The above discussion has dealt primarily with the employment of a freight car stabilizing system utilizing cable arrangements interconnecting the railway car truck side frames and bolsters in a manner designed to convert potential roll motion or energy into essentially vertical motion or energy which is relatively easily handled by the truck spring groupings or other tensioning means. A modified version of the invention is schematically illustrated in FIG. 14 wherein the left-hand side frame is generally indicated 130, the right-hand side frame is generally indicated 132, the bolster of the car truck is generally indicated as 134, and the left and right bolster supporting spring groups are generally designated 136 and 138, respectively. In this embodiment of the invention, a first rod 140 is pivotally connected on one end to a bracket 142 second to the inside upper portion of side frame 132 adjacent the rectangular bolster opening therethrough 144. The opposite end of the first rod 140 is pivotally connected to a bolster link 146 at rod pivot point 148. The bolster link 146 is rotatably mounted upon the bolster 134 by a pin 150 which permits the rotation of bolster link 146 in either a clockwise or counterclockwise direction. A second rod 152 is also pivotally connected at one end thereof to bolster link 146 at pivot point 148. The opposite end of the second rod 152 is pivotally connected to a second bolster link 154, which is spaced from the first bolster link 146 along the longitudinal axis of the bolster 134, at rod pivot point 156. Bolster link 154 is rotatably secured to the bolster 134 by a pin 158 about which the bolster link is free to rotate in either a clockwise or counterclockwise direction. A third rod is pivotally mounted at one end thereof to pivot point 156 of bolster link 154 and extends downwardly therefrom and is pivotally connected to a bracket 162, which is secured to the bottom portion of side frame 130 adjacent the bolster opening 144 thereof. While a single pivoting-rod system is illustrated in FIG. 14, it is considered to be within the scope of the invention to employ a plurality of such systems as may be required in each car truck assembly.

In operation, when the side frame 132 of the car truck assembly illustrated in FIG. 14 is unloaded in a manner similar to that illustrated in schematic FIGS. 9 and 12, the end 164 of bolster 134 tends to be deflected or moved downwardly in a roll motion in response to the unloading of the spring groups. This downward motion of end 164 of the bolster causes a tension to be developed in rod 140 which produces a rotation of the bolster link 146 is a generally counterclockwise direction. This, in turn, causes rod 152 to response to the counterclockwise movement of bolster link 146 which forces bolster link 154 to respond in a like manner with a generally counter clockwise rotation. This counterclockwise rotation produces a tension in rod 160 which is transmitted to end 166 of the bolster through the bolster link 154, thereby pulling the bolster end 166 downwardly with the downward motion of the opposite end 164 and eliminating the roll motion. The system operates in reverse with compressive forces in the clockwise movement of the bolster

links

146 and 154 when end 166 begins to deflect from the horizontal and move downwardly in roll in response to the unloading of spring group 136. When the car truck is operating under normal relatively level track conditions with the motion of the car being primarily vertical, the bolster links may rotate without any forces being produced or generated in the pivotally mounted rods.

An electromagnetic-actuated car truck stabilizing system of the invention is schematically illustrated in FIG. 15. In this embodiment of the invention, the car truck comprises in general a left-hand side frame 170, a right-hand side frame 172, a bolster 174, and a pair of

spring groups

176 and 178, respectively. The basic function and operation of the car truck is similar to that discussed above with respect to the previously considered embodiments of the invention. Here, however, an

upper electromagnet, generally designated 180. is secured to the underside of the top portion of side frame 172. The electromagnet I80 basically consists of a coil 182. a magnet 184 slidably disposed within the coil and a light positioning spring 186 located between the magnet 184 and the upper portion of side frame 172. An electromagnet 180 is similarly positioned on the underside of the upper portion of side frame 170. The electromagnets 180 are connected respectively by

wires

188 and 190 to lower electromagnets, generally designated 192, which are positioned on the lower portions of side frames 170 and 172 in upstanding relationship therewith. The lower electromagnets 192 basically comprise a coil 194, a magnet 196 slidably disposed within the magnet and a light positioning spring 198 positioned between the magnet 196 and the lower portion of the side frame.

In operation, when the end 200 of the bolster 174 moves downwardly or is deflected downwardly in a roll-type motion through the unloading of spring group 178 in a manner similar to that discussed with respect to FIGS. 9 and 12, the lower magnet 196 is pushed into the coil 194 against the bias of light positioning spring 198. This movement produces a current in the lower coil 194 which flows through the interconnecting wire 190 into the upper coil 182. As current flows into the upper coil 182 and energizes it, a magnetic force is produced in the upper magnet 184 which drives this magnet into engagement with the top portion of bolster end 202 forcing this end of the bolster to move downwardly, thereby almost simultaneously compensating for the downward defection or roll of bolster end 200. The opposite pair of

electromagnets

180 and 192 connected to side frames 172 and 170, respectively, and interconnected by wire 188 are designed to produce similar results when the bolster end 202 is deflected downwardly from the horizontal. Again, in the normal operation of the car, essentially pure vertical motion produces no current in the coils of the electromagnets since each magnet group is moving together causing generally balanced opposing voltages and hence no current flow.

A hydraulically-actuated stabilizing system of the invention is schematically illustrated in FIG. 16. In this embodiment of the invention, the car truck comprises in general a left-hand side frame 210, a right-hand side frame 212, a bolster 214, and a pair of

spring groups

216 and 218, respectively. The basic function and operation of the car truck is similar to that discussed above with respect to the other embodiments of the invention. Here, however, an upper hydraulic cylinder, generally designated 220 is secured to the underside of the top portion of side frame 212. The cylinder 220 basically consists of a cylinder body 222, a piston 224 slidably disposed within the cylinder body and a hydraulic fluid 226 located between the piston 224 and the back of the cylinder. Another hydraulic cylinder 220 is similarly positioned on the underside of the upper portion of side frame 210. The cylinders 220 are connected in communication respectively by

conduits

228 and 230 to a pair of lower hydraulic cylinders which are positioned on the inside lower portions of side frames 210 and 212 and in upstanding relationship therewith. The lower cylinders 232 basically comprise a cylinder body 234, a piston 236 slidably disposed within the body and a hydraulic fluid 238 which is located between the piston 236 and the cylinder backwall.

In operation, when the end 240 of the bolster 214 moved downwardly or is deflected downwardly in a roll-type motion through the unloading of spring group 218 in a manner similar to that discussed with respect to FIGS. 9 and 12, the lower piston 236 is pushed into the cylinder body 234 against the fluid 238. This movement forces fluid from the lower cylinder 234 which flows through the interconnecting tubular conduit 228 into the upper hydraulic cylinder 220. As fluid flows into the upper cylinder body 222, a force is exerted on the upper piston 224 which drives the upper piston into engagement with the top portion of bolster end 242 forcing this end of the bolsterto move downwardly, thereby compensating for the downward deflection or roll of bolster end 240.

The opposite pair of

hydraulic cylinders

220 and 232 connected to side frames 210 and 212. respectively, and interconnected by conduit 230 are designed to produce similar results when the bolster end 242 is deflected downwardly from the horizontal. Again. in the normal operation of the car. essentially pure vertical motion produces no forces in the cylinders since each piston group is moving together allowing free flow from one cylinder to the other.

Various modes of carrying out the invention are contemplated as being within the scope of the following claims particularly pointing out and distinctly claiming the subject matter which is regarded as the invention..

I claim:

1. A vehicle-stabilizing apparatus for preventing excessive roll of a vehicle comprising:

left and right side frames having receiving means adapted to receive the opposite ends of a bolster member;

a bolster member extending between the respective receiving means of said left and right side frames for support of a vehicle;

resilient support means mounted on each of said left and right frames to resiliently support said bolster member on said left and right side frames; and

bias means coupled through said bolster member for interconnecting an upper portion of least one of said side frames at a position above said bolster member to a lower portion of the other of said side frames below said bolster member whereby a roll created by angular movement of a vehicle being supported cause by a vertical movement of one end of said bolster member is converted by the interconnection of said bias means into a similar vertical movement at the other end of said bolster member to counteract the roll for stabilizing the vehicle.

2. The apparatus of claim 1 wherein said bias means includes:

an elongated member having an end attached to said upper portion of one of said side frames and the other end attached to said lower portion of the other of said side frames to extend therebetween; and

guide means positioned on said bolster member to contact said elongated member intermediate said ends thereof to interconnect said upper and lower portions on said opposite side frames through said bolster member.

3. The apparatus of claim 2 wherein said elongated member is a flexible cable.

4. The apparatus of claim 3 wherein said guide means frictional contacts said flexible cable.

5. The apparatus of claim 2 wherein said guide means comprises a plurality of rods pivotally mounted on said. bolster members to each contact said cable for interconnecting said side frames through said bolster member.

6. A vehicle-stabilizing apparatus for preventing excessive roll of a vehicle comprising:

a bolster member extending between the respective receiving means of said left and right side frames beneath a vehicle for support thereof;

resilient support means mounted on each of said left and right side frames to resiliently support said bolster member in said receiving means on said left and right side frames; and

bias means coupled through said bolster means interconnecting an upper portion of said right side frame at a position above said bolster member to a lower portion of the left side frame at a position below said bolster member and further interconnecting an upper portion of said left side frame at a position above said bolster member to a lower portion of said right side frame member whereby a roll created by angular movement of a vehicle being supported cause by the vertical movement of one end of said bolster member is converted by the interconnection of said bias means into a similar vertical movement at the other end of the bolster member to counteract the roll for member to contact the endless flexible cable at a position St bilizing h h l on the cable extending between the upper and lower por- 7. The apparatus of claim 6 wherein; tions of the respective side members. said bias means includes first and second flexible cables; 10, Th ratu of claim 6 wherein said biasing means said first cable have an end secured to the upper portion of 5 comprises;

Said right Side frame and the other end to the lower P first and second electromagnetic-biasing means mounted on tion of Said left Side frame to extend therebetween; said left and right side frames respectively in contact with said Second cable having an end Secured to the PP P said bolster member for a downward bias thereof and tion of said left side frame and the other end to the lower portion of said right side frame to extend therebetween; l and guide means positioned on said bolster member to contact each of said first and second cable intermediate the ends thereof to interconnect said upper and lower portions on said left and right side frames through said bolster l5 member.

8. The apparatus of claim 7 wherein said guide means on further includes a third and fourth electromagnetic-biasing means mounted on said left and right side frames respectively in contact with said bolster member for an upward bias thereof; and

electrical-conducting means electrically coupling the first and fourth electromagnetic-biasing means and the second and third electromagnetic-biasing means respectively to actuate the biasing means in response to vertical bolster deflections. smd bolster member qompnses a condmt passing through the ll. The apparatus of claim 6 wherein the biasing means length thereof to receive the intermediate portion of said pair comprises g g cables; f cl 6 he be first and second hydraulic means mounted respectively on cluey e appara us 0 mm w rem Sal mam r mthe left and right side frames to contact said bolster member for a downward bias thereof and a third and fourth hydraulic means respectively mounted on the left and right side members to contact said bolster member for an upward bias thereof; and

an endless flexible cable having a crossing configuration by extending between the upper portion of said right side frame and the lower portion of said left side frame, between the upper and the lower portion of said left side frame, between the upper and lower portion of said right l l d lf gt t means ptllmg thed firzt hanslh fgurth side frame, and between the upper portion said left side y 'asmg meansan t e secon an t y frame and lower penion of Said right side frame to lie-biasing means to actuate the hydraulic means in thereby assume and endless configuration. and response to vertical deflections of the bolster member.

guide means mounted on the respective ends of said bolster

Claims

1. A vehicle-stabilizing apparatus for preventing excessive roll of a vehicle comprising: left and right side frames having receiving means adapted to receive the opposite ends of a bolster member; a bolster member extending between the respective receiving means of said left and right side frames for support of a vehicle; resilient support means mounted on each of said left and right frames to resiliently support said bolster member on said left and right side frames; and bias means coupled through said bolster member for interconnecting an upper portion of least one of said side frames at a position above said bolster member to a lower portion of the other of said side frames below said bolster member whereby a roll created by angular movement of a vehicle being supported cause by a vertical movement of one end of said bolster member is converted by the interconnection of said bias means into a similar vertical movement at the other end of said bolster member to counteract the roll for stabilizing the vehicle.

2. The apparatus of claim 1 wherein said bias means includes: an elongated member having an end attached to said upper portion of one of said side frames and the other end attached to said lower portion of the other of said side frames to extend therebetween; and guide means positioned on said bolster member to contact said elongated member intermediate said ends thereof to interconnect said upper and lower portions on said opposite side frames through said bolster member.

3. The apparatus of claim 2 wherein said elongated member is a flexible cable.

5. The apparatus of claim 2 wherein said guide means comprises a plurality of rods pivotally mounted on said bolster members to each contact said cable for interconnecting said side frames through said bolster member.

6. A vehicle-stabilizing apparatus for preventing excessive roll of a vehicle comprising: left and right side frames having receiving means adapted to receive the opposite ends of a bolster member; a bolster member extending between the respective receiving means of said left and right side frames beneath a vehicle for support thereof; resilient support means mounted on each of said left and right side frames to resiliently support said bolster member in said receiving means on said left and right side frames; and bias means coupled through said bolster means interconnecting an upper portion of said right side frame at a position above said bolster member to a lower portion of the left side frame at a position below said bolster member and further interconnecting an upper portion of said left side frame at a position above said bolster member to a lower portion of said right side frame member whereby a roll created by angular movement of a vehicle being supported cause by the vertical movement of one end of said bolster member is converted by the interconnection of said bias means into a similar vertical movement at the other end of the bolster member to counteract the roll for stabilizing the vehicle.

7. The apparatus of claim 6 wherein: said bias means includes first and second flexible cables; said first cable have an end secured to the upper portion of said right side frame and the other end to the lower portion of said left side frame to extend therebetween; said second cable having an end secured to the uppEr portion of said left side frame and the other end to the lower portion of said right side frame to extend therebetween; and guide means positioned on said bolster member to contact each of said first and second cable intermediate the ends thereof to interconnect said upper and lower portions on said left and right side frames through said bolster member.

8. The apparatus of claim 7 wherein said guide means on said bolster member comprises a conduit passing through the length thereof to receive the intermediate portion of said pair of flexible cables.

9. The apparatus of claim 6 wherein said bias member includes: an endless flexible cable having a crossing configuration by extending between the upper portion of said right side frame and the lower portion of said left side frame, between the upper and the lower portion of said left side frame, between the upper and lower portion of said right side frame, and between the upper portion said left side frame and lower portion of said right side frame to thereby assume and endless configuration; and guide means mounted on the respective ends of said bolster member to contact the endless flexible cable at a position on the cable extending between the upper and lower portions of the respective side members.

10. The apparatus of claim 6 wherein said biasing means comprises: first and second electromagnetic-biasing means mounted on said left and right side frames respectively in contact with said bolster member for a downward bias thereof and further includes a third and fourth electromagnetic-biasing means mounted on said left and right side frames respectively in contact with said bolster member for an upward bias thereof; and electrical-conducting means electrically coupling the first and fourth electromagnetic-biasing means and the second and third electromagnetic-biasing means respectively to actuate the biasing means in response to vertical bolster deflections.

11. The apparatus of claim 6 wherein the biasing means comprises: first and second hydraulic means mounted respectively on the left and right side frames to contact said bolster member for a downward bias thereof and a third and fourth hydraulic means respectively mounted on the left and right side members to contact said bolster member for an upward bias thereof; and fluid connection means coupling the first and fourth hydraulic-biasing means and the second and third hydraulic-biasing means to actuate the hydraulic means in response to vertical deflections of the bolster member.