US3810429A

US3810429A - Railway car roll control device

Info

Publication number: US3810429A
Application number: US00255109A
Authority: US
Inventors: R Kallenbach
Original assignee: Individual
Current assignee: Individual
Priority date: 1972-05-19
Filing date: 1972-05-19
Publication date: 1974-05-14
Anticipated expiration: 1991-05-14
Also published as: CA961698A

Abstract

In one embodiment of the roll control device two levers positioned at opposite sides of the end of a car body are pivotally connected to the car body for movement about a common axis. At one side of the body, the lever is connected by a rigid strut to the side frame of the truck. At the other side, the lever is connected to the side frame of the truck by an energy absorbing device. The two levers are secured to each other so that they always pivot together. In another embodiment, the two levers are connected to the respective side frames by rigid struts. The pivotal mounting of one lever is a first shaft and the pivotal mounting of the other lever is a second shaft coaxial with the first. Between the shafts and coaxial therewith is an energy absorbing device. The energy absorbing devices can be hydraulic or frictional; but, in any event, they are adjustable so as to vary the resistance to relative movement between the two parts which are interconnected by the energy absorbing device. The adjustment is automatically made in a manner such that the heavier the weight that the car is carrying the greater the resistance and the less the weight the less the resistance. An automatic adjusting device is connected between the truck side frame and the car body to sense the deflection of the springs in the trucks caused by the load in the car body and thus signifying the weight of the load and making the adjustment accordingly.

Description

limited States Kallenbaeh atent 1 51 May 14,1974

.1 1 RAILWAY CAR ROLL CONTROL DEVICE [76] Inventor: Ralph M. Kallenbach, 915 Carol Ave., Elgin, 111. 60120 [22] Filed: May 19, 1972 [21] Appl. No.: 255,109

[52] US. Cl. 105/199 A, 105/164, 105/210,

188/1 B, 188/129, 267/9 A, 267/124 [51] llnt. C1. B611 3/02, B6lf 5/24, B61f 5/50 [58] Field of Search 105/199 R, 199 A, 197 D, 105/164, 210; 267/124, 9 R, 9 C, 9 A; 188/1 Primary ExaminerLloyd L. King Assistant Examiner-Howard Beltran Attorney, Agent, or FirmDarbo,- Robertson &'

Vandenburgh [57]- ABSTRACT ln one embodiment of the roll control device two levers positioned at opposite sides of the end of a car body are pivotally connected to the car body for movement about a common axis. At one side of the body, the lever is connected by a rigid strut to the side frame of the truck. At the other side, the lever is connected to the side frame of the truck by an energy absorbing device. The two levers are secured to each other so that they always pivot together. In another embodiment, the two levers are connected to the respective side frames by rigid struts. The pivotal mounting of one lever is a first shaft and the pivotal mounting of the other lever is a second shaft coaxial with the first. Between the shafts and coaxial therewith is an energy absorbing device. The energy absorbing devices can be hydraulic or frictional; but, in

any event, they are adjustable so as to vary the resistance to relative movement between the two parts which are interconnected by the energy absorbing device. The adjustment is automatically made in a manner such that the heavier the weight that the ,caris carrying the greater the resistance and the less the weight the less the resistance. An automatic adjusting device is connected between the truck side frame and thecar body to sense the deflection of the springs in the trucks caused by the load in the car body and thus signifying the weight of the load and making the adjustment accordingly.

13 Claims, 13 Drawing Figures PATENTEDIAY 14 m4 SHEEI s BF 5 BACKGROUND AND SUMMARY OF THE INVENTION U. S. Pat. Nos. 3,482,530, 3,486,466 and 3,643,602 illustrate devices for dampening the roll of a railroad car body. While these are improvements in the art, they do not completely solve the problem because of insensitivity to variations in the sprung mass of the railroad car due to differences in the load that the car is carrying. For example, when fully loaded, the sprung mass of a car may be in the neighborhood of 240,000 pounds, but when empty the sprung mass is only in the neighborhood .of 40,000 pounds. To properly do the job the roll stabilizer must be tuned to the sprung mass of the car, whether the car be empty or loaded. It appears that stabilizers of this proir art type have caused derailments because of the failure to observe this requirement. In the present invention the sprung mass of I the car is measured by'the deflection of the springs on which that mass rests. The roll stabilizer includes an adjustable energy absorbing device. This device is automatically adjusted in response to the measurement of the sprung mass in a manner such that the energy absorbing device has greater resistance as the sprung mass increases and vice versa. Provision is made for making the measurement of the spring deflection in a manner such as to substantially eliminate any consideration being given to the spring deflection caused by the rolling of the car body. To do otherwise would introduce an error into the most effective response of the roll stabilizing apparatus;

Further objects and advantages will become apparent from the following description taken in conjunction with the drawings. I

DESCRIPTION OF THE DRAWINGS FIG. 1 is a perspective view of an end of a railroad car showing a first embodiment of the invention;-

FIG. 2 is a transverse section of the energy absorbing device as seen at line 2-2 of FIG. 1;

FIG. 3 is a partial section as viewed at line 3-3 of FIG. 1;

FIG. 4 is an end view of a railroad car illustrating an alternative embodimentof the roll stabilizing device;

FIG. 5 is an enlarged view of the energy absorbing device employed in the embodiment of FIG. 4;

FIG. 6 is a section as viewed at line 6-6 of FIG. 5;

FIG. 7 is anend view of a railroad car illustratingan- I other alternative embodiment of the invention;

FIG. 8 is a partial section as viewed at line 88 of 'FIG. 7;

DESCRIPTION OF SPECIFIC EMBODIMENTS W The following disclosure is offered for public dissemination in return for the grant of a patent. Although it is detailed to ensure adequacy and aid understanding,

this is not intended to prejudice that purpose of a patent which is to cover each new inventive concept therein no matter how others may later disguise it by variations in form or additions or further improvements; i

At each end of the railroad car body 15, illustrated in FIG. 1, there is a truck that supports the car body. This comprises a pair of wheels 16 secured to an axle, not shown, with the ends of the axle being journaled in bearings, not shown, supported in bearing boxes 17 of

side frames

18 and 19. A second pair of wheels 20 are similarly connected to the

side frames

18 and 19. The ends of a bolster 21 project into pockets in the

side frames

18 and 19 and rest upon springs 22 supported on the side frames within those pockets. These springs form the cushion for the car bodyQThe bolsters are connected for rotation about a vertical axis to the main girder 23 forming a part of the car body.

The roll control device is of the general type illustrated and described in US. Pat. No. 3,643,602. It comprises a lever 26 which has one end pivotally mounted on a shaft 27 in the form of a pin. This pin is carried by angles 28 secured to the end wall of the body I 15 adjacent one side thereof. A second lever 29 likewise has its proximal end mounted on a shaft or pin 30 coaxial with the first shaft 27. The distal end of the two I levers 26 and 29 are connected by a bar 31 sufficiently rigid to ensure that the levers move in unison. The same effect could be achieved by making the pins 27 and 30 a continuous shaft across the end of the car.

A rigid'strut 33 extends between side frame 19 and lever 26. A ball and socket connection 34, comprising a ball on the end of the strut and a socket secured to the side frame, connects the lower end of the strut to the side frame. Similarly, a ball and socket connection 35 attaches the upper end of the strut 33 to the lever 26. At the opposite side of the end of the car is a vertical strut with an energy absorbing device 36 in the middle thereof. The lower part of the strut is secured by a ball and socket connection 37 to the side frame 18. The upper part of the strut 39 has a ball and socke connection 40 to the lever 29.

As thus far described, the apparatus corresponds, for

all practical purposes, to that of said US. Pat. No.

To this end, the energy absorbing device 36 comprises an inner cylinder 42 within which is a piston 43. The cylinder is filled with hydraulic fluid 44. There is a small passageway 45 having a check valve therein through which the hydraulic fluid can pass in the upward direction only, as viewed in FIG. 2. There is an outer shell 46 about the cylinder and defining an annular storage chamber 47. Opening 48 is a small orifice extending from annular chamber 47 to the interior of the cylinder 42 at the upper end thereof. Opening 48 is similar except that it includes a check valve permitting flow only from the reservoir into the cylinder.

Conduits

51 and 52 extend from the opposite ends of the cylinder to a plug valve 53 having a plug 54 rotatable therein. At one side of the valve is a passage 55 communicating with conduit 52 and at the other side is a passage 56 communicating with conduit 51. The plug 54 has a passage 57 therethrough. As the plug is turned so that passage 57 is aligned with passages 55 and 56, a full flow of hydraulic fluid flow through the valve is permitted. However, with the plug 54 turned somewhat from that aligned position, a part of the communication between the ends of conduit 57 and conduits 55 and 56 respectively is cut off so as to reduce the size of the passageway at those points and thereby restrict the flow of hydraulic fluid. Thus, in the first named position, in which the

passageways

55, 56 and 57 are all in alignment, the piston 43 can move with relative ease up and down in the cylinder 42. However, as the passageway 57 is moved increasingly out of alignment with passageways 55 and 56, the relative ease of the movement of piston 43 becomes increasingly more difficult. Plug 54 has an arm 58 secured thereto by which it may be rotated.

A connecting rod 60 has one end thereof pivotally secured to arm 58 of the valve. The other end of the connecting rod 60 is pivotally connected to a lever 61. The lever 61 is pivotally carried by a pin 62 secured to the end of the car. At the other end of the lever 61 is pivotally secured a second connecting rod 63. At the bottom end of connecting rod 63 is a ball and socket joint 64 holding the connecting rod 63 to lever 29.

When the car body 15 is not carrying a load, the springs 22 are fully extended and the whole car body from the bolster on up is at its highest elevation with respect to the side frames 18 and 19. The connecting rod 60, which is adjustable in length, is set so that at this time the plug 54 has its passageway 57 aligned with the two passageways 55 and 56. Thus, while there is then resistance to flow of the hydraulic fluid from one side of the piston to the other, this resistance to flow is at its minimum value and is of a magnitude such as to be effective in dampening the roll of the empty car body.

As an increasingly greater load is held within the car body, the springs 22 are compressed accordingly. This causes the whole car body to lower with respect to the side frames of the trucks. As a consequence, the pivot point 62 is at a lesser elevation above the side frames. Since the valve 53 is vertically immovable with respect to the side frames, the lowering of lever 61 causes a downward movement of arm 58 (counterclockwise rotation as viewed in FIG. 2). This turns the plug passage 57 increasingly out of alignment with the passages 55 and 56. Thereby increasingly smaller'orifices occur at the ends of the plug passage 57, which orifices act to increasingly choke the flow of the hydraulic fluid from one side of the piston to the other. Thus as the sprung mass of the car body increases the resistance of the energy absorbing device becomes increasingly greater, satisfying the requirement needed to restrain the roll of the more heavily loaded car body.

However, the control just discussed is not changed by the roll of the car. Thus, assume that the car body 15 rolls to the right, i.e., the right side descends and the left side raises (as viewed in FIG. 1), there will be a compression of the springs 22 of the side frame 19 and an extension of the springs 22 ofthe side frame 18. For pure rotation, the extension will equal the compression. By the nature of the roll control assembly, the part of lever 29 to which the ball joints 40 and 64 are connected, will move upwardly by an amount approxi-- mately equal to twice the spring deflection. Similarly,

the pin 62 will move upwardly an amount essentially equal to the spring deflection. As a result of these concurrent movements, the connecting rod 60 will experience no significant vertical motion; thus, there will be no significant change in the resistance through the valve 53. Rotation of the car body to the left is, of course, the converse of the above discussion.

FIGS. 4-6 illustrate an alternative embodiment. ln this embodiment, there are two

levers

26 and 29 pivotally connected to end wall of car body 15 by coaxial pins or shafts not shown. A cross bar 31 extends between these two levers and ensures that they move in unison. At one side is a strut 68 having a ball and socket connection 69 to the side frame 19 and a ball and socket connection 70 with the distal end of lever 26. At the opposite side is an energy absorbing device 71 including an outer casing 72 and a plunger 73 movable axially therein. The bottom of the casing has a ball and socket connection 74 with the top of side frame 18. The top of the plunger 73 has a ball and socket connection 75 with the distal end of lever 29.

Casing 72 has a plurality of openings therein. Friction plugs 77 are movably positioned within these openings. A strap 78 extends helically about the casing 72 and over the tops of the plugs 77. This strap has one end secured to the casing at 79. The other end of the strap is pinned to one end ofa bifurcated lever at 80. The lever 81 is pivotally mounted on the casing 72 by pin 82. The other end of the lever is connected by a pin 83 to one end of a connecting rod 84, adjustable in length. The other end of the connecting rod is pivotally connected to a lever 85. Lever 85 is pivotally mounted on the distal end of lever 29 by a pin 86. A spring loaded strut 89 (a spring not shown is in compression between the two ends of the strut) has one end pivotally secured to lever 85 at pin 90. The other end of the strut is pivotally connected to the body 15 at pin 91.

As the car body 15 is loaded, it along with the pin 91 move downwardly an amount equal to the compression of the suspension springs 22. The elevation of all other parts depends directly on the side frame elevation and this does not change upon the loading of the car. Therefore, the

connections

74, 82 and 86 do not move vertically due to loading. Since the connection is on a common lever with the pivot pin 86 and the top of connecting rod 84, there is no significant vertical movement. Since the upper end of the spring loaded strut 89 is pushed downward and the lower end is held by connection 90, the strut 89 is compressed an amount essentially equal to the suspension spring deflection due to the loading of the car. This compression of the strut 89 will cause a force to be generated on connection 90. The magnitude of this force will depend on the amount of compression and, therefore, on the degree to which the car is loaded. Since connection 90 is midway between the pivot 86 and the upper end of connecting rod 84, a compressive force equal to onehalf of the force on strut 89 will be applied to connecting rod 84. This force in turn is applied to lever 81. It causes a tensioning of strap 78 and increased friction between the plugs 77 and the plunger 73. This increases the resistance of the energy absorbing device 71.

Due to the rotation of body 15 to the right, pin 86 moves up an amount equal to twice the spring deflection. The connection at the top of the connecting rod 84 does not move upwardly. Therefore, due to body rotation, connection 90 moves up an amount essentially equal to the spring deflection. At the same time, the pin 91 moves up an amount essentially equal to the spring deflection, and as a result there is no changein the length of strut 89 due to body rotation. There is essentially no change of the force on strut 89 or the force on connecting rod 84 or in the resistance of the energy absorbing device 71. i

FIGS. 7-9 illustrate a modification that is an improvement on the type of device disclosed in US. Pat. No. 3,482,530. Here there are two coaxially positioned

shafts

93 and 94 rotatably supported by bearings 95 on the end wall of 'car body 15. At the ends of the shafts are levers or cranks 96 and 97 respectively. A connecting rod '98 has its lower end secured to side frame 19 by a ball joint 99 and its upper end secured to crank 97 by a ball and socket joint 100. Similarly, the side frame 18 is connected by a ball and socket joint 101 to a connecting rod 102. The upper end of the connecting rod 102 is connected by a ball and socket joint 103 to crank 96.

A cup-shaped gripping member 106 has an end wall 107 secured to shaft 94 and an annular gripping wall 108. Wall 108 has slots 109 therein. A similar cupshaped gripping member 110 has an end wall 111 secured to shaft 93 and an annular gripping wall 112. Wall 112 has slots 113 therein. A tensioning strap 115 has an end 116 secured to gripping member 106 and an end secured to a bolt 117. Between the ends the strap is helically wound about the gripping member 106. Bolt 117 is slideable in the longitudinal direction thereofthrough an opening in a bracket 118 secured to the end wall of car body 15. A tensioning strap 119 has an end 120 secued to gripping member 110 and an end secured to bolt 121. Adjacent the distal ends of the bolts are springs 122 held in place by nuts 123. Nuts 123 are movable longitudinally along the bolts so as to adjust the compression of the springs 122 between the nuts and the bracket 118.

Extending substantially the length of the two annular

gripping walls

118 and 122 is an inner annular friction member 125. This friction member is frictionally engaged by the

I gripping members

106 and 110. The amount of frictional engagement is adjusted by the tension on

straps

115 and 119, which in turn is controlled by the compressive force'on springs 122. Assume that the car body in FIG. 7 is empty or carrying a relatively light load, the compressive force on springs 122 is comparatively small. As a consequence, the

straps

115 and 119 are applying a relatively small force and the frictional engagement between the friction memher 125 and the two

gripping members

106 and 110 is comparatively small. I

Now assume that a load is applied to car body 15. This causes the weight of the sprung load to compress springs 22 (FIG. 1), with the result that the car body moves downwardly with respect to side frames 118 and 119. This downward movement causes the connecting

rods

98 and 102 to turn

cranks

97 and 96. Thus crank 97 will turn clockwise as viewed in FIG. 9. There will be a corresponding rotation'of shaft 94 and cup-shaped member 106. The rotation of cup-shaped member'l06 will be in a direction such as to tend to wind the tensioning strap 115 thereon. This pulls upwardly on bolt 117 compressing the respective spring 122. Similarly, crank 96 will be rotated in a counter-clockwise direction as the crank is viewed from the left end of FIG. 7.

tional force to create a relative rotation between

shafts

93 and 94 than was the case when the car was relatively lightly loaded.

The assembly of the cup-shaped

gripping members

106, 110 and the annular friction member 125 forms an energy absorbing device which functions to reduce the roll of the car body 15 in the manner described in said US. Pat. No. 3,482,530. However, as already pointed out, this energy dissipating device is variable with the sprung weight of the car body and its contents so that additional resistance occurs with a relatively high sprung weight as compared to the resistance with a relatively low sprung weight. However,.as was the case with the previously described examples, the resistance remains relatively constant (for a given sprung weight) even though the car body rolls. Thus assume that the car body 15 rolls to the right, as viewed in FIG. 7. The

connecting rod '98 causes shaft 94 tov rotate in a clock-- wise direction as that shaft is viewed from the right hand end of FIG. 7. This tightens tensioning strap 115 and applies a greater compressive force on the respective spring 122, the result being that there is increased friction between gripping member 106 and the friction member 125. However, the reverse occurs with respect to the other side of the energy absorbing device. This is, connecting rod 102 rotates shaft 93 in a clockwise direction as that shaft is viewed from the left end of FIG. 7. This tends to unwind tensioning strap 119 from cup-shaped member 110. This reduces the compression of the respective spring 122 and results in decreased friction between the cup-shaped gripping member and the annular friction member 125. The net result of the increased friction on the right side and the decreased friction on the left side is to maintain the force required to rotate

shafts

93 and 94 with respect to each other at the same relative magnitude of force as was the case when the car body was in the centered position illustrated in FIG. 7. The same result occurs when the car body 15 rolls to the left, as viewed in FIG. 7.

Other forms of obtaining a variable resistance to the relative rotation of the two

shafts

93 and 94 may be employed. For example, the

annular walls

108 and 112 could have movable plugs therein and the plugs actuated by the straps and 119' in the manner illustrated in FIG. 5. Also, the force required to tension the straps could be obtained by other mechanical linkages effective by reason of the movement between the car body and the side frames due to an increase in springweight, but not effective upon roll.

FIGS. 10 and 1! illustrate an embodiment that is an improvement upon the apparatus of U. S. Pat. No. 3,486,466. Here there are two

coaxial shafts

127 and 128 journaled in

bearings

129 and 130 respectively.

the end thereof. A lever or crank 132 similarly is attached to the end of shaft 128.

Connecting rods

133 and 134 tie the

cranks

131 and 132 to the side frames 18 and 19 respectively. To this end connecting rod 133 has two ball and

socket connections

135 and 136 and connecting rod 134 has two ball and

socket connections

137 and 138.

The hydraulic energy absorbing device 140 has a housing 141 secured to shaft 127 and a rotor 142 secured to shaft 128. The rotor has two vanes 143. The housing has two longitudinal projections 144. Thus the housing and rotor define four closed chambers 145, 146, 147 and 148. A conduit 150 from chamber 146 joins a conduit 151 from chamber 148 and leads through a conduit 152 to a valve 153. The valve has a plug 154 rotatable therein by means of an arm 155. The plug has a passageway 156 therethrough. A conduit 157 from chamber 147 joins a conduit 158 from chamber 145 at a common conduit 159 which leads to the opposite side of valve 153.

A boss 161 on shaft 128 carries a pin 162 on which is pivotally mounted a lever 163. At the other end of the lever there is a slot through which a pin 164 passes to pivotally connect the lever to arm 155 of valve 153. Between the ends of the lever a connecting rod 165 is pivotally secured thereto. The other end of the connecting rod is pivotally attached to ears 167 projecting from the end of car body 15.

The chambers 145-148 and the conduits communicating therewith are filled with hydraulic fluid. When the rotor 142 rotates with respect to housing 141 the chambers increase and decrease in size with the hydraulic fluid flowing through valve 153. The position of the valve plug 154 and thus the extent of alignment of passageway 156 with

conduits

152 and 159 determines the resistance to the flow of hydraulic fluid and thus the snubbing or energy dissipation effect. For example, as viewed in FIG. 11, if rotor 142 turns clockwise with respect to the housing, the chambers 146 and 148 become smaller while the chambers 145 and 147 become larger.

When a load is added to the car body and it settles down with respect to the side frames 18 and 19, the

shafts

127 and 128 are rotated so that the front sides thereof turn upwardly. Lever 163 pivots in a counterclockwise direction about pin 162. This turns valve handle 155 in a direction such as to decrease the communication between the ends of passageway 156 and g the two

conduits

152 and 159. Thereby, the resistance to the flow of the hydraulic fluid through the valve is increased. A lightening of the load on car body 15 has the opposite effect.

If the car body 15 rolls to the right in FIG. 10, the shaft 128 rotates in a sense such that pivot pin 162 moves upwardly and shaft 127 rotates in a sense such that a valve 153 moves downwardly. Lever 163 pivots about theconnection at the top of connecting rod 165. The net effect is that there is no turning of the plug 154 of the valve 153 and the resistance to the flow of hydraulic fluid remains constant. A corresponding situation occurs upon the car body 15 rolling in the reverse direction.

Referring to the embodiment of FIGS. 12 and 13, there are two side struts 170 and 171 having ball and

socket joints

172 and 173 at the bottom ends thereof connecting the bottom ends to the side frames 18 and 19. There are ball and

socket joints

174 and 175 on the upper ends of the respective struts and connecting the struts to two

levers

176 and 177 adjacent the outer ends thereof. The inner ends of the levers are connected by ball and socket joints to the end of the car body 15; as for example, ball and socket joint 178 connects the inner end of lever 176 to the body 14 as shown in FIG. 13. A shaft 179 is secured to arm 176 and a shaft 180 is secured to arm 177. The shafts are coaxial and are interconnected by an energy absorbing device of the type previously described. As for example, shaft 179 is connected to'the rotor 142 and shaft 180 is connected to the housing 141 of the previ ously described device 140. The device is controlled by a valve 153 in the manner previously described. The arm of the valve is secured to a strut 182 by a ball and socket joint 183. The lower end of the strut has a ball and socket joint 184 which connects the strut to a part of the car body 15.

In this embodiment, when the car body 15 has weight added thereto it, of course, descends with respect to the side frames 18 and 19. Since the struts and 171 hold the outer ends of the

arms

176 and 177 at the same elevation with respect to the side frames and, since the inner ends of the arms descend, the arms rotate about the ball and socket joints (e.g., 178) at the inner ends of the arms. The valve 153 is virtually stationary. Since the lower cndof the strut 182 descends, the valve arm 155 is turned so as to change the position of the valve. The changed position causes increased resistance to the action of the energy absorbing device 140, as previously described. Conversely, when the car 15 is lighter it rises and there is a reverse movement of the valve rotor 154 so as toreduce the resistance of the energy absorbing device 140.

When the car rolls to one side or the other, there is a relative rotation between shafts to the right (the right side descending and the left side raising)'the shaft 179 tends to rotate in a clockwise direction with respect to the shaft 180, as viewed in FIG. 13. This relative rotation occurs about the common axis of the shafts 179 and and is resisted by the energy absorbing device 140. Since the arm 155 of the valve 153 has its outer end centered with respect to the sides of the car body, the upper end of the strut (the ball joint 183) does not raise or lower with the rolling of the car. That is, in pure roll, the high side rises an amount equal to the descent of the low side. Thus, there is no up and down movement of the valve arm 155 which would change the setting of the valve. The effect of the rotation of housing 141 on the setting of the valve is negligible and could even be employed to slightly increase the resistance of device 140 as the magnitude of the car's roll increases.

I claim:

1. In an antiroll apparatus for a railroad car which has a truck with side frames and parts including a body resiliently mounted on said side frames, said apparatus including shaft means rotatably mounted on said body, first connecting means between the side frame at one side of the car for rotating the shaft means at that side as that side of the car moves toward and away from the side frame at that side of the car, second connecting means between the side frame at the other side of the car for rotating the shaft means at that other side as that other side of the car moves toward and away from the side frame at that other side of the car, one of said means being in two parts movable relative to each 9. other and an energy absorbing device between said two parts resisting said relative movement between the parts, the improvement comprising:

said absorbing device being adjustable for varying the resistance it provides to said relative movement, and means interconnecting one of said parts and a side frame for sensing the load in the car body and connected to said device to increase said resistance as the load increases and to decrease said resistance as said load decreases.

2. In an apparatus as set forth in claim 1, wherein the last mentioned means performs said adjustment substantially independent of the roll attitude of the body.

3. In an apparatus as set forth in claim 1, wherein said first connecting means is said one means, said second connecting means being a strut.

4. In an apparatus as set forth in claim 3, wherein said device is a double acting hydraulic cylinder having a bypass between the ends thereof and an adjustable valve in said bypass, said interconnecting means being connected to said valve to adjust the same.

5. in an apparatus as set forth in claim 3, wherein said device has two portions frictionally engaging each other with means to vary the extent of the frictional contact, the last means being connected to said interconnecting means. I

6. In an apparatus as set forth in claim 1, wherein said shaft means is said one means, said parts being coaxial adjacent respective sides of the body, said device being between said parts and coaxial therewith.

7. In an apparatus as set forth in claim 6, wherein said device includes a housing having a cavity therein, a vane positioned in said cavity and relatively movable with respect to the housing, said vane dividing said cavity into two chambers, a bypass with an adjustable valve interconnecting said chambers, said interconnecting means being connected to said valve to adjust the same.

8. In an apparatus as set forth in claim 6, wherein said device has two portions frictionally engaging each other with means to vary the extent of the frictional contact, the last means being connected'to said interconnecting means.

9. in an apparatus as set forth in claim I, wherein said energy absorbing device comprises:

an annular shell connected to one part, a plunger movable within said shell, and connected to the other part, said shell having radial openings therein, friction pads movable in said openings toward and away from the plunger, and means contacting said pads and forcing them toward said plunger to frictionally engage the plunger, said means being adjustable whereby said force and frictional engagement may be varied. 10. In an apparatus as set forth in claim 9, wherein the last mentioned means includes a helical strap.

11. In an apparatus as set forth in claim 1, wherein said energy absorbing device comprises:

said shell being contractable and expandable toward and away from said plunger, and means engaging the exterior of said shell to contact it toward the plunger and thereby increase the frictional contact with the plunger, said means being adjustable whereby said frictional engagement may be varied.

12. In an apparatus as set forth in claim 11, wherein the last mentioned means includes a helical strap.

13. In an apparatus as set forth in claim 1, wherein said first connecting means comprises a first lever pivotally attached to said body and a strut between the lever and the respective side frame, said second connecting means comprising a second lever pivotally attached to said body and a strut between the second lever and the respective side frame, whereby the portions of the levers to whichthe'struts are attached remain at a fixed distance from the respective side frames despite movement of the car body with respect to the side frames and thus movement of said pivotal attachments, said shaft means including a first shaft fixed to the first lever a spaced distance from the pivotal attachment and a second shaft fixed to the second lever a spaced distance from the pivotal attachment, said shafts being coaxial, said energy absorbing device connecting said shafts and resisting relative rotation between the shafts.

UNITED STATES PATENT OFFICE CERTIFICATE OF CORRECTION Patent No. 1 Dated y 1974 Inventofls) Ralph M. Kallenbach It is certified that error appears in the above-identified patent and that said Letters Patent are hereby corrected as shown below:

Column 1, line 17, "proir" should read prior''.

Column 2, line 27, "end" should read ---ends.

Column 3, line 4, "flow" after "fluid" should be deleted. Column 5, line 34, "secued" should read -secured-.

Column 6, line 1, "92" should read --93-.

Column 6, line 9, "then" should reads-they,

Column 6, line 36, "This" should read --That.

Column 8, line 36, after "shafts" should be inserted -l79 and 180. Thus for example, if the car body 15 rolls,

Signed and sealed this 1st day of October 1974,

(SEAL) Attest:

McCOY M. GIBSON JR. 6, MAR, SHALL DANN Attesting Officer Commissioner of Patents FORM po'wso I USCOMM-DC 60376-P59 9 UVS. GOVERNMENT PRINTING OFFICE: 1955 0-366-33.

Claims

1. In an antiroll apparatus for a railroad car which has a truck with side frames and parts including a body resiliently mounted on said side frames, said apparatus including shaft means rotatably mounted on said body, first connecting means between the side frame at one side of the car for rotating the shaft means at that side as that side of the car moves toward and away from the side frame at that side of the car, second connecting means between the side frame at the other side of the car for rotating the shaft means at that other side as that other side of the car moves toward and away from the side frame at that other side of the car, one of said means being in two parts movable relative to each other and an energy absorbing device between said two parts resisting said relative movement between the parts, the improvement comprising: said absorbing device being adjustable for varying the resistance it provides to said relative movement, and means interconnecting one of said parts and a side frame for sensing the load in the car body and connected to said device to increase said resistance as the load increases and to decrease said resistance as said load decreases.

5. In an apparatus as set forth in claim 3, wherein said device has two portions frictionally engaging each other with means to vary the extent of the frictional contact, the last means being connected to said interconnecting means.

8. In an apparatus as set forth in claim 6, wherein said device has two portions frictionally engaging each other with means to vary the extent of the frictional contact, the last means being connected to said interconnecting means.

9. In an apparatus as set forth in claim 1, wherein said energy absorbing device comprises: an annular shell connected to one part, a plunGer movable within said shell, and connected to the other part, said shell having radial openings therein, friction pads movable in said openings toward and away from the plunger, and means contacting said pads and forcing them toward said plunger to frictionally engage the plunger, said means being adjustable whereby said force and frictional engagement may be varied.

10. In an apparatus as set forth in claim 9, wherein the last mentioned means includes a helical strap.

11. In an apparatus as set forth in claim 1, wherein said energy absorbing device comprises: said shell being contractable and expandable toward and away from said plunger, and means engaging the exterior of said shell to contact it toward the plunger and thereby increase the frictional contact with the plunger, said means being adjustable whereby said frictional engagement may be varied.

13. In an apparatus as set forth in claim 1, wherein said first connecting means comprises a first lever pivotally attached to said body and a strut between the lever and the respective side frame, said second connecting means comprising a second lever pivotally attached to said body and a strut between the second lever and the respective side frame, whereby the portions of the levers to which the struts are attached remain at a fixed distance from the respective side frames despite movement of the car body with respect to the side frames and thus movement of said pivotal attachments, said shaft means including a first shaft fixed to the first lever a spaced distance from the pivotal attachment and a second shaft fixed to the second lever a spaced distance from the pivotal attachment, said shafts being coaxial, said energy absorbing device connecting said shafts and resisting relative rotation between the shafts.