US3661097A

US3661097A - Railway vehicle articulated truck

Info

Publication number: US3661097A
Application number: US864012A
Authority: US
Inventors: Keith L Jackson
Original assignee: General Steel Industries Inc
Current assignee: GSI ENGINEERING Inc A CORP OF; Lukens General Industries Inc; General Steel Industries Inc
Priority date: 1969-10-06
Filing date: 1969-10-06
Publication date: 1972-05-09
Anticipated expiration: 1989-05-09
Also published as: ES384261A1; GB1259727A; BE757037A; ZA705387B

Abstract

A railway vehicle four-wheel truck has framing comprising separate longitudinally extending side frames carried at their ends by the axles and each having a rigid transverse transom between the axles, the individual side frame transoms being offset from each other longitudinally of the truck except for their outer extremities which are aligned transversely of the truck and extend across the opposite side frames, on which they are supported to pivot about a common transverse axis. Outboard of each side frame, the extremity of the opposite side frame supports an upright elastomeric spring, on which the vehicle body is seated, and the springs are yieldable horizontally as well as vertically to accommodate lateral and swivel movements. At its center the truck framing is connected to the body by a drafttransmitting device capable of permitting such transverse, vertical and swivel movements of the body and truck with respect to each other.

Description

United States Patent Jackson [451 May9, 1972 [54] RAILWAY VEHICLE ARTICULATED [21] Appl.No.: 864,012

[56] References Cited UNITED STATES PATENTS 2,184,102 12/1939 Piron ..l05/208.l X 2,316,592 4/1943 Johnston ..105/208.2 3,190,237 6/1965 Hurtner..... ..105/197 A X 3,352,255 11/1967 Sheppard ..105/206 X FOREIGN PATENTS OR APPLlCATIONS 1,043,217 9/1966 Great Britain ..105/208.2

Primary Examiner-Arthur L. La Point Assistant Examiner-Howard Beltran Att0rneyBedell and Burgess 57 ABSTRACT A railway vehicle fourwheel truck has framing comprising separate longitudinally extending side frames carried at their ends by the axles and each having a rigid transverse transom between the axles, the individual side frame transoms being offset from each other longitudinally of the truck except for their outer extremities which are aligned transversely of the truck and extend across the opposite side frames. on which they are supported to pivot about a common transverse axis. Outboard of each side frame, the extremity of the opposite side frame supports an upright elastomeric spring, on which the vehicle body is seated, and the springs are yieldable horizontally as well as vertically to accommodate lateral and swivel movements. At its center the truck framing is connected to the body by a draft-transmitting device capable of permitting such transverse, vertical and swivel movements of the body and truck with respect to each other.

20 Claims, 14 Drawing Figures PATENTEDMAY 9:922 3,661,097

sum 1 OF 3 I If .37 Pm CW PATENTEDHAY 9 I972 3, 661 097 SHEET 2 OF 3 RAILWAY VEHICLE ARTICULATED TRUCK BACKGROUND OF THE INVENTION 1. Field of the Invention The invention relates to railway rolling stock and consists particularly in railway vehicle trucks having separate axle-supported side frames connected to each other for pivotal movements about a common transverse axis normal to the side frame axes.

2. The Prior Art The prior art includes trucks with separate side frames each having a transverse transom pivotally connected to the opposite side frame to permit the side frames to pivot about a transverse axis with respect to each other. In such trucks, body support springs are conventionally supported directly on the side frames. While providing good equalizing characteristics, failure of the pivotal connections between the transoms and the opposite side frames could, in some such trucks, result in dropping of the transom ends to the roadbed. In general such trucks have the body support springs centered transversely of the side frames to avoid the application to the side frames of unbalanced forces which would tend to tip the side frames transversely.

SUMMARY OF THE INVENTION The invention provides trucks with full load equalization, positive and permanent tramming, simplicity of construction and lightness of weight by forming each separate axle-supported side frame with a transverse transom extending over the opposite side frame and supported thereon for pivoting 1 about a common transverse axis. Springs arranged to support BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a plan view of a truck embodying the invention.

FIG. 2 is a side elevational view of the truck illustrated in FIG. 1.

FIG. 3 is an end view of the truck illustrated in FIGS. 1 and 2.

FIG. 4 is a fragmentary transverse vertical sectional view along line 4-4 ofFIG. 1.

FIG. 5 is a fragmentary plan view of a truck embodying a modified form of the invention.

FIG. 6 is a fragmentary side view of the truck illustrated in FIG. 5, partially sectionalized.

FIG. 7 is a fragmentary transverse vertical sectional view along line 77 ofFIG. 5.

FIG. 8 is a fragmentary plan view of a truck embodying a second modified form of the invention.

FIG. 9 is a fragmentary side view of the truck illustrated in FIG. 8.

FIG. 10 is a fragmentary transverse vertical sectional view along line 10-10 ofFIG. 8.

FIG. 11 is a fragmentary plan view corresponding to FIG. 8 but partially horizontally sectionalized along line 11-11 of FIG. 9.

FIG. 12 is a fragmentary plan view of a truck embodying a third modified form of the invention.

FIG. 13 is a fragmentary side view, partially sectionalized, of the truck illustrated in FIG. 12.

FIG. 14 is a fragmentary transverse vertical sectional view along line 14l4 ofFIG. 12.

DESCRIPTION OF THE PREFERRED EMBODIMENTS The numeral 1 refers to railway flanged wheels mounted in spaced pairs on the ends of

railway axles

2 and 3. Inboard of wheels 1,

axles

2 and 3 are rotatably received in journal boxes 5, and longitudinally extending side frames 7L and 7R are suitably apertured at their ends at 9 to receive journal boxes 5, which are clamped to the side frames by side frame end caps l 1.

Intermediate axles

2 and 3 side frames 7L and 7R are formed, respectively, with rigid, preferably integral inwardly extending

transoms

13L and 13R, which at their roots are slightly offset, longitudinally of the truck, from the truck center. Intermediate the side frames,

transoms

13L and 13R are bent upwardly as at 15L and 15R to a level such that the lower surfaces 17L and 17R of the

outer end portions

19L and 19R are higher than the top surfaces 21L and 21R of side frames 7L and 7R.

To provide pivotal bearings for

transoms

13L and 13R on side frames 7R and 7L, at their centers side frames 7L and 7R are widened and formed with

hemispherical depressions

23L and 23R in their upper surfaces 21L and 21R and the bottom surfaces 17L and 17R of

transom end portions

19L and 19R are formed with mating

hemispherical bosses

25L and 25R. A substantially hemispherical elastomeric sandwich device, comprising a pair of

elastomeric pads

27 and 29 interleaved by a hemispherical plate 31 and outwardly bounded by hemispherical plate 33 and inwardly by hemispherical plate 35 is interposed between bosses 25R and recesses 23.

Plates

31, 33 and 35 are bonded to the elastomeric pads and are formed respectively with

bosses

37 and 39, which fit into

mating recesses

41 and 43 in side frame recesses 23 and transom bosses 25 respectively. With this arrangement the side frames are permitted to tilt with respect to each other about a common transverse axis defined by the centers of the

hemispherical bosses

25L and 25R, pivotal movements being accommodated by shear in

pads

27 and 29. Transverse, longitudinal and vertical movements of the

transoms

13L and 13R with respect to the supporting

side frames

13R and 13L are resisted by the resistance of the elastomer to compression, but the resiliency of the elastomer provides some vertical cushioning between the side frames and the supported transoms. The sandwich devices also eliminate the possibility of noise and wear which would occur if bosses 25L were in direct frictional engagement with recesses 23.

Outboard of the side frames,

transom ends

19L and 19R support upright elastomeric springs 36, and body underframe U rests directly on these springs, which are formed with depending and upstanding central bosses 38 for positioning their upper and lower ends against horizontal movement respectively relative to the transoms and the underframe, so that lateral and swivel movements between the body and truck are accommodated by horizontal deflection of the springs.

For transmitting draft forces from the truck to underframe U, while accommodating relative lateral, vertical and swivel movements between the underframe and truck, the underframe may be provided with an I-I-section post 45 depending into the space at the center of the truck between

transoms

13L and 13R, and a pair of precompressed elastomeric sandwich devices each consisting of flat transverse elastomeric pads 47 interleaved by metal plates positioned between the opposite transverse surfaces of post 45 and the inner transverse vertical surfaces 49 of

transoms

13L and 13R respectively. With this structure longitudinal draft forces will be transmitted directly from the transoms to post 45 by the resistance of the elastomeric sandwiches to compression, while vertical, lateral and swivel movements will be accommodated through distortion of the sandwich devices.

For limiting lateral movement of underframe U on the truck,

transoms

13L and 13R are provided with longitudinally inwardly projecting brackets 51, the inner longitudinal surfaces of which mount elastomeric bumper blocks 53, preferably of beehive shape, in spaced relation, transversely of the truck with the sides of post 45 so as to permit some free lateral movement, and provide a cushion stop when the desired limits of lateral movement are reached.

In the spaces between transoms 131. and axle 2 and between transom 13R and axle 3, traction motors M may be supported from the respective transoms to drive their respective axles through gear boxes.

Operation of the truck illustrated in FIGS. 1-4 is as follows: As motors M drive

axles

2 and 3 and wheels 1 through gear boxes G, side frames 71.. and 7R are permitted to tip longitudinally with respect to each other, on a common transverse axis, to accommodate to differential vertical curvature of the two track rails, by shear action in

elastomeric pads

27, 29 between side frame recesses 23 and transom bosses 25, the transverse distance between these pivot supports at opposite sides of the truck constituting a long moment arm opposing any tendencies of the side frames to get out of tram. The body underframe load, carried into

transoms

13L and 13R by springs 36, aids in maintaining the hemispherical bearings engaged and since the load from each transom is symmetrically applied to the side frames by bearings 23, 25, no forces tending to tip the side frames transversely are applied to the side frames. The overlying relation of the transoms to the side frames precludes the possibility of dropping of the transoms and equipment supported thereby to the track. Lateral and vertical cushioning movements of the body through deflection of springs 36 is accommodated through shear in truck center sandwich devices 27, while draft forces are transmitted directly from the truck transoms to underframe U through the resistance to compression of sandwich devices 47. Swivel of the truck with respect to the underframe is accommodated through distortion of sandwich devices 47.

In the embodiments of the invention shown in fragmentary views of FIGS. 5-7, in place of the hemispherical bearings of F IGS. 1-4, at its center each side frame (of which only 7L is shown) is formed with a transversely shallow substantially semicircular recess 55 curved about a transverse axis and having flat vertical longitudinal sides 57, and the end portions 191.. and 19R of

transoms

13L and 13R are provided with a depending semicylindrical boss 59 curved about a transverse axis and having flat vertical longitudinal sides 61, bosses 55 being matingly received in recesses 59. In this arrangement pivoting of the side frames with respect to each other is ac complished through rotational sliding action of boss 59 in recess 55, engagement of opposed

flat sides

57 and 61 of the bosses and recesses preventing relative transverse movements therebetween. Operation of this embodiment is the same as that of the embodiment of FIGS. 1-4 except for the different functioning ofthe

pivot

55, 59.

In the embodiment of FIGS. 8-11 the truck structure is the same as in the preceding embodiments except for the construction of the pivot between the side frames and transoms. ln this embodiment the side frames (of which only side frame 7L is shown) are formed adjacent their centers with opposing longitudinally spaced transverse abutments 65 slightly inclined from the vertical outwardly and upwardly longitudinally of the truck, and their transverse faces are of convex V-shape in plan (as best seen in FIG. 11). Gusset-like vertical ribs 67 on top of the side frames buttress abutments 65 against loads applied to their faces. The end portion 19L" and 19R" of transoms 13L" and 13R" are both formed with a depending projection 69 of inverted trapezoidal shape in elevation so that their transverse faces 70 are inclined upwardly and outwardly longitudinally of the truck, at the same inclination as faces 66 of abutments 65. Transom projection faces 66 are of concave V-shape in plan, and projections 69 are aligned longitudinally of the truck with abutments 65, between which they are received. For yieldingly supporting transoms 13L" and 13R on side frames 7R" and 7L", chevron-shaped sandwiches each comprising a pair of V-section elastomeric pads 71 bonded to and interleaved by a V-section plate are interposed between and secured to projection faces 70 and abutment faces 66. With this arrangement, necessary pivoting of the transoms relative to the side frames is freely accommodated by shear in pads 71, which also permits a limited amount of vertical cushioning movement of the transoms on the side frames. Substantial lateral movement however is resisted largely by transverse compression of the elastomeric pads.

In the embodiment of the invention illustrated in FIGS. 12-14, the pivot construction includes an upwardly open cupshaped recess 75 in the widened central portion of the side frames (of which only side frame 7L' is illustrated). Spring devices comprising relatively stiff elastomeric spheroids 77 bonded at their flattened upper and lower ends to circular plates 79, are seated by means of bottom plate 79 in cup shaped recess 75 and support the

extremities

19L and 19R of transoms 13L' and 13R' by means of top plate 79 which is held against movement relative to the transoms by lugs 81 received in mating recesses in the transom bottom surfaces. With this arrangement, necessary pivoting of the transoms on the side frames will be permitted through differential distortion of spheroids 77, but substantial vertical, transverse and longitudinal movements of the transoms on the side frames will be resisted by the stiffness of the elastomer.

It will be understood that body-support spring devices, means for transmitting tractive or draft forces from the truck to the supported vehicle body, or pivot bearings for supporting the transoms on the opposite side frames, different from those disclosed may be utilized without departing from the spirit of the invention.

1 claim:

1. A railway vehicle truck including a pair of wheeled axles spaced apart longitudinally of the truck,framing comprising a pair of transversely spaced longitudinally extending side frames mounted at their ends on said axles, each of said side frames being formed intermediate its ends with a transverse transom extending over the opposite side frame, transverse axis pivot bearing means supporting each of said transoms on top of the respective opposite side frame intermediate the ends of the latter, and load-supporting upright spring devices carried respectively by said transoms in the regions of their support on the respectively opposite side frames and thereby tending to maintain said bearing means in full engagement in opposition to forces tending to lift said transoms off said respective opposite side frames, said spring devices forming the sole means for transmitting vertical load to said framing.

2. A railway vehicle truck according to claim 1 wherein said transoms extend transversely outboard of the respectively opposite side frames, said spring devices being carried by said transoms outboard of said respectively opposite side frames.

3. A railway vehicle truck according to claim 2 wherein the truck is bolsterless and said spring devices are adapted to support a vehicle body directly.

4. A railway vehicle truck according to claim 3 including draft transmitting means connected to the central portion of said framing and adapted for connection to a vehicle body supported on said spring devices.

5. A railway vehicle truck according to claim 4 wherein said spring devices are held against horizontal movement with respect to said truck and are adapted to be so retained with respect to said body, said spring devices being constructed to yield horizontally as well as vertically to accommodate swivel of said truck about the connections of said transoms to said draft transmitting means.

6. A railway vehicle truck according to claim 1 wherein said pivot bearing means comprises mating semispherical bearing elements on the bottom of said transoms and on the top of said side frames respectively.

7. A railway vehicle truck according to claim 6 wherein a pad of elastomeric material is interposed between said mating bearing elements.

8. A railway vehicle truck according to claim 6 wherein a sandwich device comprising alternating pads of elastomeric material and metal plates bonded to each other is interposed between said mating bearing elements.

9. A railway vehicle truck according to claim 8 wherein each said sandwich device is bounded by a pair of said metal plates, said last-named plates being secured against movement with respect to their respective mating bearing elements.

10. A railway vehicle truck according to claim 1 wherein said pivot bearing means comprises mating cylindrical bearing elements on the bottom of said transoms and tops of said side frames respectively.

11. A railway vehicle truclr according to claim 10 whereinsaid bearing elements have opposing flat vertical longitudinal side surfaces.

12. A railway vehicle truck according to claim 11 wherein each of said mating bearing elements comprises an element projecting downwardly from the bottom of a transom and a corresponding recess in the supporting side frame.

13. A railway vehicle truck according to claim 1 wherein each said pivot bearing means comprises a pair of transverse surfaces on the top of a side frame inclined in opposite directions longitudinally of the truck and a pair of similarly inclined opposing transverse surfaces on the bottom of the supported transom, there being elastomeric pad devices interposed between the side frame and transom inclined surfaces.

14. A railway vehicle truck according to claim 13 wherein said opposing transverse surfaces are respectively of concave and convex V-shape in plan and said pad devices are of corresponding cross section.

15. A railway vehicle truck according to claim 14 wherein said side frame transverse surfaces are inclined upwardly and outwardly longitudinally of the truck to define a depression between them and said transom transverse surfaces are positioned in the recess so defined.

16. A railway vehicle truck according to claim 14 wherein each said side frame is formed with longitudinally spaced upstanding abutments in its middle region, said transverse surfaces being formed on said abutments.

17. A railway vehicle truck according to claim 1 wherein each said pivot bearing means comprises an elastomeric block secured to the top of a side frame and to the bottom of the supported transom.

18. A railway vehicle truck according to claim 17 wherein said block is of generally spheroidal shape with a flattened top and bottom.

19. A railway vehicle truck according to claim 18 wherein said pivot forming means includes a pair of flat metal plates bonded respectively to the top and bottom.

20. A railway vehicle truck according to claim 19 wherein each said side frame is formed with an upwardly open recess intermediate its ends, said elastomeric blocks being seated in said recesses.

Claims

11. A railway vehicle truck according to claim 10 wherein said bearing elements have opposing flat vertical longitudinal side surfaces.