US3924540A

US3924540A - Railway vehicle truck

Info

Publication number: US3924540A
Application number: US464114A
Authority: US
Inventors: Thaddeus W Podgajny
Original assignee: General Steel Industries Inc
Current assignee: GSI ENGINEERING Inc A CORP OF; Lukens General Industries Inc; General Steel Industries Inc
Priority date: 1974-04-25
Filing date: 1974-04-25
Publication date: 1975-12-09
Anticipated expiration: 1992-12-09

Abstract

A railway vehicle truck has a frame comprising a pair of transversely spaced, longitudinally extending transoms and a transversely extending transom pivoted at its ends to the midpoint of at least one of the side frames. For maintaining the frame in tram in addition to the pivotal connection, the side frame is connected to the transom by a longitudinally extending anchor link spaced transversely of the truck from the pivotal connection. A transverse load supporting bolster overlies the transom and may be spring supported on the side frames, or may be swivelly supported on the truck frame and mount springs at its ends for direct support of a car body. In one embodiment the transom is pivotally connected to both side frames, and in another embodiment the transom is rigid with one side frame and pivotally connected to the other.

Description

United States Patent [191 Podgajny Dec. 9, 1975 RAILWAY VEHICLE TRUCK [75] Inventor: Thaddeus W. Podgajny, Granite City, Ill.

[73] Assignee: General Steel Industries, Inc., St.

Louis, Mo.

22 Filed: Apr. 25, 1974 21 Appl. No.: 464,114

Primary ExaminerJohn J. Love Attorney, Agenl, or FirmF. Travers Burgess ABSIRACT A railway vehicle truck has a frame comprising a pair of transversely spaced, longitudinally extending transoms and a transversely extending transom pivoted at its ends to the midpoint of at least one of the side frames. For maintaining the frame in tram in addition to the pivotal connection, the side frame is connected to the transom by a longitudinally extending anchor link spaced transversely of the truck from the pivotal connection. A transverse load supporting bolsteroverlies the transom and may be spring supported on the side frames, or may be swivelly supported on the truck frame and mount springs at its ends for direct support of a car body. In one embodiment the transom is pivotally connected to both side frames, and in another embodiment the transom is rigid with one side frame and pivotally connected to the other.

15 Claims, 6 Drawing Figures U.S. Patent Dec. 9 197.5 Sheet 1 0f 4 3,924,540

U.S. Patent Dec. 9 1975 Sheet 2 of4 3,924,540

US. Patent Dec. 9 1975 Sheet 3 of4 3,924,540

US. Patent Dec. 9 1975 Sheet4 Of4 3,924,540

RAILWAY VEHICLE TRUCK BACKGROUND OF THE INVENTION l. Field of the Invention The invention relates to railway rolling stock and consists particularly in a railway vehicle truck having a positively trammed multipiece frame.

2. The Prior Art Prior art trucks of the type having separate relatively movable side frames connected by a transverse transom pivotally secured at its ends to each of the side frames have generally relied on an elongated pivot member and bearing for retaining the side frames in tram, i.e., in right-angle relation, with the transom and in parallelism with each other. Examples of this construction are shown in R. L. Lich US. Pat. No. 2,913,998.

SUMMARY OF THE INVENTION The invention provides a simple lightweight truck of the separate relatively movable side frame type having positive tramming means. Positive tramming is provided by connecting at least one of the transom ends to the middle of one of "he side frames by a spherical pivot and connecting the side frame to the transom by a longitudinal anchor or radius rod spaced transversely of the truck from the spherical pivot. Among the objects and advantages of the invention are the provision of positive wheel load equalization by reason of the pivoted side frames, light weight truck frame components, and reduced manufacturing cost and time.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a plan view of a truck embodying the invention, partially sectionalized along line 11 of FIG. 3.

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

FIG. 3 is a transverse vertical sectional view of the truck illustrated in FIGS. 1 and 2, taken along line 3-3 of FIG. 1.

FIG. 4 is a plan view of a modified form of the truck illustrated in FIGS. 1-3.

FIG. 5 is a side elevational view of the truck illustrated in FIG. 4.

FIG. 6 is a transverse vertical sectional view of the truck illustrated in FIGS. 4 and 5, taken along line 66 of FIG. 4.

DETAILED DESCRIPTION OF THE INVENTION The truck includes gauged pairs of flanged railway wheels 1 mounted on the ends of longitudinally spaced axles 3. Inboard of wheels 1, axles 3 are rotatably received within journal boxes 5 and longitudinally extending side frames 7 are clamped at their ends to journal boxes 5, an elastomeric grommet or ring 9 being interposed between the side frame and journal box interfaces.

lntermediate its ends, each side frame is formed with a cylindrical aperture 11 in which is positioned an elastomerically brushed spherical pivot comprising an outer ball socket annulus 13, a ball 15, an elastomeric bushing 17 interposed between annulus 13 and ball 15 to permit universal movements of the ball with respect to the annulus through shear in bushing 17 and thereby eliminate me tal-to-metal friction and consequent wear. Annulus 13 is tightly seated in aperture 11, against an annular shoulder 18, and ball 15 is secured by means of bolt 19 to the end of a cylindrical projection 20 on the end of box section transom 21 which thereby ties side frames 7 to each other and permits their relative pivotal movement about the common transverse axes of ball 15. This arrangement also permits relative pivotal movements of transom 29 about the longitudinal axes of the side frames to accommodate differences in height between the opposide track tails without requiring tipping of the side frames about their longitudinal axes.

To hold side frames 7 in trammed relation with transom 21 and with each other, while permitting their free pivotal movements, each of side frames 7 is formed with an inboard transversely extending plate-like bracket 23 preferably at or near the same level as the common transverse axis of balls 15 and an anchor link 25, which may be of the type disclosed in Vernon Greene Reissue US. Pat. No. 2l,987, is pivotally connected at its one end to bracket 23 and at its other end to the remote side wall 27 (on the left side) or 29 (on the right side) of transom 21, the adjacent side wall 29 (on the left side) or 27 (on the right side of the truck) of transom 21 being apertured at 31 to permit the passage therethrough of anchor link 25.

With this arrangement, as the truck moves along a track, differential tilting movements of side frames 7 with respect to each other about the common transverse axis of balls 15, and anchor links 25, will act through a transverse arm equal to their inboard distances from balls 15, to prevent the side frames from departing from their normal right angle relation with the transom axis in the horizontal plane.

For resiliently and swivelly supporting a vehicle body on the truck, a flat horizontal elastomeric sandwich comprising an elastomeric pad 35 bounded on the top and bottom by metal plates is seated on top of each side frame intermediate the axles and in alignment with the support of the side frame on the axles, and is held against longitudinal and transverse movement thereon by

upstanding ribs

37 and 39 on the top of each side frame.

An upwardly facing spring seat 41 formed with corresponding depending

ribs

43 and 45 is seated on each sandwich and mounts an upstanding coil spring 47.

A transverse bolster 49 of inverted channel cross section is supported on top of springs 47 and is formed with depending rims 51 surrounding the tops of springs 47 and holding them against transverse or longitudinal movement with respect to bolster 49.

For transmitting longitudinal traction and braking forces from side frames 7 to bolster 49, each side frame is formed with an upstanding and transversely outwardly extending bracket 51, to which is pivotally connected one end of a longitudinally extending bolster anchor link 53, which may also be of the type disclosed in the previously mentioned Vernon Green Reissue US. Pat. No. 21,987. Bolster 49 is formed at its ends with depending brackets 55, to which are pivotally secured the opposite ends of anchor links 53, so that bolster 49 is free to move vertically on coil spring 47 and transversely through shear in pads 35, but is restrained against movement longitudinally with respect to side frames 7 by anchor links 53.

For limiting transverse movements of bolster 49 relative to side frames 7 and transom 21, the center portion of transom 21 is formed with a pair of transversely spaced vertical walls 57 extending longitudinally of the truck and bolster 49 is formed with a pair of depending brackets 59, the lower ends of which extend into the end portions of transom 21 and are spaced respectively transversely outwardly from transom walls 57. Elastomeric bumpers 61 are mounted on the inboard faces of brackets 59 in spaced relation to walls 57 so as to engage walls 57 during transverse movements of the bolster and thereby resiliently limit such movements.

On its top surface bolster 49 is formed at its center with a load supporting swivel central bearing element 63, on which is seated a mating body central bearing element 65, mounted on the vehicle body bolster B. Normally vertically spaced

stop elements

67 and 69 are provided on top of truck bolster 49 and on the bottom of body bolster B to limit tipping of the body on the truck in the event of the application of excessive lateral forces to the body.

For use as a motor truck, motor and gear

box support brackets

71 and 73 may also be formed respectively on side frame 7 and on upstanding bracket 51 thereof, and traction motors M and gear boxes G may be resiliently supported on them in known manners.

Operation of the truck is as follows: As it moves along the truck, whether as a motor truck as shown, or as a nonmotor truck, side frames 7 tilt in longitudinal vertical planes with respect to transom 21 and with respect to each other about the common transverse axes of balls 15, in response to differing vertical irregularities in the supporting track rails such as occur particularly in track constructed with,typical staggered joints, where a low spot in one rail (at a joint) is opposite a high spot in the other rail (at the rail midpoint). At the same time, anchor links 25 through their resistance to compression and tension, cooperate with

ball joints

13, 15, 17 to prevent any substantial distortion of the right angle relationship between the side frames and the transom and in the parallel relationship of the side frames to each other.

Traction and braking forces are transmitted between side frames 7 and bolster 49 by bolster anchor links 53, which accommodate vertical and lateral movements of the bolster permitted by springs 47 and elastomeric pads 35. Support of the bolster springs on the side frames in longitudinal alignment with the support of the side frames on the axle bearings eliminates any tendency of the side frames to tip transversely. In a motor truck of this type driving torque reaction is taken directly by the side frames through motor and

gear box brackets

71 and 73 thereon.

In the embodiment of the truck illustrated in FIGS. 4-6, the same numerals will be used to indicate parts identical or substantially identical to those of FIGS. 1-3, while numerals with the superscript will be used to indicate substantially modified parts, and new numerals will be used to indicate entirely new parts.

The embodiment of FIGS. 4-6 differs from that of FIGS. 1-3 in that one of the side frames 7 (at the top of FIG. 4 and on the right side of FIG. 6) is formed with an integral transom 21 extending rigidly from the central region of side frame 7 toward the other side frame 7, and connected to the latter by a

pivotal connection

13, 15, 17 and by a longitudinal link 25, as described in connection with the embodiment of FIGS. 1-3.

This rigid connection of transom 21 to side frame 7 stabilizes transom 21 against substantial tipping about the transverse axis of the truck and thereby makes it possible to support traction motors and drive equipment from transom 21'.

For supporting motors M and the associated gear boxes G and taking the driving torque reaction, motor support brackets 61 are formed on each side of transom 21 and may each have a horizontal shelf 63 supporting a depending vertical anchor link for supporting a motor bracket B extending from the adjacent motor toward transom 21' and underlying shelf 63.

In this embodiment of the invention, it will be seen that all equalizing movements of

side frames

7 and 7 with respect to each other, to accommodate to differences in height of the opposite track rails, are taken through the

pivot

13, 15, -17 connecting transom 21 to side frame 7 and that transom 21 does not tip at all about the transverse axis of the truck with respect to side frame 7 because of its rigid connection to the latter. Because of the consequent stability of transom 21, it provides, through brackets 61, a stable support for motors M and is capable of taking their torque reactions.

The details of the truck may be varied substantially without departing from the spirit of the invention and the exclusive use of such modifications as come within the scope of the appended claims is contemplated.

I claim:

1. A railway vehicle truck comprising a pair of spaced axles, a gauged pair of wheels mounted on the ends of each said axle, longitudinally extending transversely spaced side frames supported at their ends on opposite end portions of said axles, a transverse transom extending the full distance between said side frames, means preventing relative vertical and lateral movement and relative angular movement in the horizontal plane between said transom and both said side frames, said preventing means including a pivotal connection between one of said side frames and said transom intermediate said axles and in substantial longitudinal alignment with the supports of said one side frame on said axles, permitting pivotal movement of said one side frame about a transverse axis with respect to said transom, and longitudinally extending link means spaced inwardly transversely of the truck from said pivotal connection and being pivotally connected at its one end to said one side frame and at its other end to said transom.

2. A railway vehicle truck according to claim 1 wherein said link means are at substantially the same level as the axis of said pivotal connecting means.

3. A railway vehicle truck according to claim 2 wherein said link means are transversely inboard of a side frame to which said transom is pivotally connected.

4. A railway vehicle truck according to claim 3 wherein said transom has side walls spaced apart longitudinally of the truck and extending generally transversely of the truck, said link means passing through an aperture in one of said side walls and being pivotally connected to said other side wall.

5. A railway vehicle truck according to claim 3 including an inboard bracket on a side frame adjacent said one side wall of said transom, said link means being pivotally connected to one of said brackets.

6. A railway vehicle truck according to claim 1 wherein said pivotal connecting means is constructed to permit pivotal movements of said transom about the longitudinal axes of the side frame to which it is pivotally connected.

7. A railway vehicle truck according to claim 6 wherein said pivotal connecting means comprises a ball and socket, said socket being mounted on the associated side frame and said ball being secured to an end of said transom.

8. A railway vehicle truck according to claim 7 wherein said pivotally connected side frame has a transverse cylindrical aperture intermediate its ends, said socket being of annular form and positioned in said aperture.

9. A railway vehicle truck according to claim 1 including upright spring devices seated on said side frames intermediate their ends, a transverse bolster carried on said spring devices, means holding said bolster against movement longitudinally of the truck with respect to said side frames while accommodating other movements of said bolster permitted by said upright springs.

10. A railway vehicle truck according to claim 9 wherein said transom is formed with central vertical wall means extending longitudinally of the truck and is opened at its top adjacent said wall means, said bolster being formed with depending stop bracket means ex tending into said transom through its open top and normally spaced transversely of the truck from said wall means.

11. A railway vehicle truck according to claim 9 wherein said stop bracket means comprises a pair of brackets embracing said wall means.

12. A railway vehicle truck according to claim 1 including similar means pivotally connecting said transom to the other side frame and a link similarly disposed with respect to said other side frame and similarly connected to said other side frame and said transom.

13. A railway vehicle truck according to claim 12 including a traction motor and drive equipment and means on at least one of said side frames for supporting the traction motor and drive equipment and taking driving torque reactions.

14. A railway vehicle truck according to claim 1 wherein said transom and said other side frame are rigidly connected to each other.

15. A railway vehicle truck according to claim 1 including a traction motor and drive equipment and means on said transom for supporting said motor and drive equipment and taking driving torque reactions.

Claims

10. A railway vehicle truck according to claim 9 wherein said transom is formed with central vertical wall means extending longitudinally of the truck and is opened at its top adjacent said wall means, said bolster being formed with depending stop bracket means extending into said transom through its open top and normally spaced transversely of the truck from said wall means.