USRE23428E

USRE23428E - Railroad car truck

Info

Publication number: USRE23428E
Authority: US
Priority date: 1941-09-11
Publication date: 1951-11-06
Also published as: US2350567A

Description

1951 V K. F. NYSTROM ETAL Re. 23,428

' RAILROAD CAR TRUCK Original Filed Sept. 11, 1941 2 SHEETS-SHEET 1 4 J? lTufenEn ff: 1 gan 'Nbv. 6, I951 K. F. NYSTROM ETVAL 23,423

RAILROAD CAR TRUCK Oiiginal Filed Sept. 11, 1941 2 SHEETSSHEET 2 Reissued Nov. 6, 1951 RAILROAD can TRUCK Karl F. Nystrom, Nashotah, and Vernon L. Green, Milwaukee, Wis.

Original No. 2,350,567, dated June 6, 1944, Serial No. 410,354, September 11, 1941.

Application for reissue May 18, 1949, Serial No. 94,021

'2 Claims.

Matter enclosed in heavy brackets appears in the original patent but forms no part of this reissue specification; matter printed in italics indicates the additions made by reissue.

Our invention, more particularly stated, relates the equalizers is eliminated and greater re-.

siliency provided; namely a construction wherein the conventional truck pedestals are eliminated and the equalizers provided with yokes which constitute the outer housings for the roller bearings of the truck axles, and the equalizers resiliently connected or linked to the truck frame; hence a construction which eliminates the undesirable wear heretofore encountered between the outer bearing housings and the equalizers and between the outer housing and the truck pedestals.

The objects and advantages encountered, as well as other advantages inherent in the invention, will be readily comprehended from the detailed description of the accompanying drawings wherein:

Figure 1 is a side elevation of one end of a railroad car truck with our invention applied thereto.

Figure 2 is a longitudinal sectional view taken substantially on the line 22 of Figure 1 and viewed in the direction of the arrows.

Figure 3 is a transverse sectional view taken on the offset line 33 of Figure 1, looking in the direction of the arrows.

Figure 4 is a plan view of a four wheel truck illustrating our invention applied, with a portion at one end of the truck broken away.

Figure 5 is a detail perspective view of one of the longitudinal links and its connections, with portions of an equalizer and a. frame bracket being shown.

In car trucks as heretofore employed, the conventional type of equalizer was employed and the truck frame provided with the usual pedestals in which the Timken type of outer and inner roller bearing housings were slidably mounted.

Experience with these trucks disclosed that con siderable wear occurred between the outer bearings of the axle roller bearings and the equalizer and also between the outer housings and the truck pedestals; and that as this wear developed or increased, the riding qualities of the truck were greatly impaired and maintenance cost was materially increased.

Our improved construction designed to overcome these diiilculties contemplates the elimination of the conventional truck pedestals and consequently the points of wear mentioned; providinga combined equalizer with outer housings in a single piece structure which is yieldingly connected with the truck frame through the medium of non-metallic compressible elements.

The construction of the frame and the equalizer at both ends and on opposite 'sides of the truck are substantially similar, as disclosed in the plan of the truck in Figure 4.

In the particular exemplification of the invention, the truck frame It] at its end is provided with a downwardly disposed portion H which is shown"preferably bifurcated, see Figure 2; this depending end portion being provided with a vertical slot (2 adapted to receive a pin I 3 secured in the bifurcated lobe [4 at the end of the equalizer l5 and permits relative vertical movement between the frame and equalizer without contact with one another.

The truck frame I0 is not provided with the conventional or usual pedestals for receiving the roller bearing housings, but instead we provide the equalizer [5 adjacent its ends with upstanding yokes one of which is shown at IS in the nature of inverted U.-shape members, preferably of channel cross-section as shown in Figure 2, and formed integral with the equalizer I 5 to constitute a single unit;'the yoke being provided with fiat inner side faces which are shown preferablv provided with bosses or'load pads as at [1, see Figure 2. These load pads I! provide lateral bearing surfaces for the sides of the main or inner roller bearing housing l8 and permit relative vertical movement between the equalizer yokes and the bearing housings; the journal bearing generally illustrated being of the wellknown Timken roller bearing type and hence its specific construction and mounting on the end of the journal I 9 to the outside of the truck wheel 2!] need not be entered into.

The equalizer I5 is provided with the usual spring seat at 2| for the.coi1 spring 22 whose-upper end is mounted in a similar seat arranged on the lower face of the truck frame H1.

The truck frame ID, at a suitable distance removed from the bearing receiving yoke I 6 of the equalizer and on its outer side is provided with a depending bracket 23, formed integral with or otherwise rigidly secured thereto, and the lower end of the bracket provided with a pin 24 whose inner end is provided with a beveled head or washer 25 for properly compressing the rubber element or bushing 26 through which the pin 24 extends.

One leg or side of the yoke iii of the equalizer is provided with a similar pin 21, arranged substantially in horizontal alignment with pin 24, and also provided with a beveled head or washer 28; pin 21 being also provided with a rubber element or bushing 29. The outer ends of both

pins

24 and 21 are preferably threaded as shown in Figure 2 and provided with tapered washers 30, nuts 31 which, when screwed inwardlyon the pins,

will compress the

rubber bushings

26 and 23. The pins with the rubber bushings are adapted sides beneath the frame ilfistabmg Jouma to receive the

hubs

32, 32, which are preferabiy internally provided with oppositely tapered s1 faces, as shown in Figure 2, which coact with the washers in placing the

rubber elements

26, 29 under compression.

The hubs 32 are united by a link 33, shown in the form of a metal tube with its ends integrally united with the hubs 32, as by welding. The link 33 swingingly connects the equalizer l5 and the truck frame and constitutes a draw bar between the wheel-journal receiving yoke of the equalizer and the truck frame; it being found suflicient in a truck of the character shown to nerely employ one draw bar or link to each equalizer or truck side to take care of the longitudinal pulls; a similar equalizer and link being employed on the other side.

, The equalizer 15 on one side of the track is provided with a pair of longitudinally spaced similar brackets-3| (only one being shown) prefy erably of the angular formation shown in Figures 2 and 3, and-each apertured to receive one end -of a-transverse rod or link 35 whose ends are preferably threaded to receive nuts 36. The other end of each rod 35 extends through an .aperture in each downwardly disposed bracket 31 secured to or formed-integral with the adja- ;cent transom. member 38 of the truck frame. As shown in Figure 4, each-transom. 38 is provided -with a bracket 31 to cooperate with the brackets .secured to one-of theequalizers l5, namely the equalizer .at the bottom of Figure 4, which may be the master equalizer; the equalizer at the opposite side of the truck, with the exception of vthe brackets 34 and links 35 being the same.

The rods 35 on opposite sides of

brackets

35 and 31 are provided with rubberbushings 33, and washers 40, and the portion of each rod 35 intermediate the

respective brackets

34 and 31 is provided with a metal tube or sleeve 4|, whose ends engage the-inner washers 40. It is apparent that by screwing up nuts 3.6-the rubber bushings or elements 39- will be compressed and that any .relative lateral movement between the truck frame and the master equalizer will be yieldingly transmitted from one to the other and absorbed -by the rubber elements; while the relative longitudinal and vertical movements between the equalizers and the truck frame will be yieldingly transmitted through the two links 33 (one on each side of the truck) and be absorbed by the

rubber elements

26, 29 arranged in the hub portions of links 33.

The yoke or hearing housing receiving portions J6 of the equalizer members i on their outer sides are preferably provided with a pair of stop platm or

lugs

42, 42, see Figure 1, which overlap the housings and prevent outward movement of the journal bearing housings l8.

Theframe of our improved truck, as viewed in plan, is of H-formation consisting of the 'two side members united intermediate the ends by the transom members 38. o

The exemplification is believed to be the best embodiment of the invention but certain structural modifications may be made without, however, departing from the spirit of our invention as defined in the appended claims.

What we claim is;

1. In a. railroad car truck, the combination of ;& pedestalless truck frame with longitudinally disposed side members provided with depending brackets; equalizer beams arranged-at the truck bearing receiving yokes'at their ends provided or their outer sides with bearing housing stop members. a longitudinally extending pull link pivotally connected with one of said yokes of each equalizer beam and said depending bracket, the ends of the link having enlarged conical openings therethrou'gli outwardly disposed pins secured, respectively, to the yoke and to the depending bracket and disposed through the openingsin the ends of the link; resilient bushings arranged the link-openings anddis g about&

the pins; and means at the opposite ends 'of the pins whereby the bushings are placed under compression.

2. In a railroad car truck whose journals are provided with bearing holding housings,- the combination of an open' ended pedestalless truck frame composed of a pair of side members connected intermediate their ends by transom memvbers and. having downwardly extending-ends pro- &

vided with vertical slots, said side members each having a downwardly disposed pin carrying bracket at a point removed from the ends of said members; an equalizer unit at each side of thetruck composedof Ia horizontally disposed beam terminating at. itsends in vertically disposed bearing housing-receiving yokes-and with bifurcated apertured extensionsadapted to receive the downwardly extended, ends of the frame side members therebetween, each equalizer unit having a horizontally disposed immovable pin; a

longitudinally disposed-linkwhoseends terminate in horizontally disposedhubs adapted, respectively, to receive the pins of the side member brackets and of the equalizer unit about which the link may have verticaloscillatory movement, said hubs having oppositely -tapered-inner surfaces; compressible shock absorbing elements arranged in said hubs about said pins; and adjustable means on said-pins whereby said elemen%. may be placed under compression; and transversely disposed rods between the intermediate portion .of one .of the equalizer units and the frame transom members, the ends of said rods having shock absorbing connections with said equalizer member and the transom members.

. -[3. In a railway truck, an axle and wheel, a

journal box carried thereby, an equalizer supported upon the journal box "and extending longitudinally of the truck, the equalizer and journal box being movable together vertically of the truck and being held against relative movement longitudinally of the truck, a load carrying truck frame spring-supported on the equalizer and free of association with the journal box except through the equalizer, and an elongated anchor rod extending transversely of the truck and connected at its end portions to the equalizer and to the load carrying frame to hold:the equalizer and load carrying frame against substantial movement relative to each other transversely of the ,truck but accommodating theirrmovement relative to each other in a vertical direction] KARL II NYSZIROM.

VERNON L. GREEN.

REFERENCES CITED The following references are of record in the file of this patent or the original patent:

ULNITED STATES PATENTS