WO2008043026A2 - Ensemble glissoir de véhicule de chemin de fer - Google Patents

Ensemble glissoir de véhicule de chemin de fer Download PDF

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Publication number
WO2008043026A2
WO2008043026A2 PCT/US2007/080457 US2007080457W WO2008043026A2 WO 2008043026 A2 WO2008043026 A2 WO 2008043026A2 US 2007080457 W US2007080457 W US 2007080457W WO 2008043026 A2 WO2008043026 A2 WO 2008043026A2
Authority
WO
WIPO (PCT)
Prior art keywords
spring
pair
bases
base
receptacle
Prior art date
Application number
PCT/US2007/080457
Other languages
English (en)
Other versions
WO2008043026A3 (fr
WO2008043026A9 (fr
Inventor
Robert Pritchett
James Vance
Louis Mattia
Wayne Mortorff
John Garety
Original Assignee
Cooper-Standard Automotive Inc.
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Cooper-Standard Automotive Inc. filed Critical Cooper-Standard Automotive Inc.
Publication of WO2008043026A2 publication Critical patent/WO2008043026A2/fr
Publication of WO2008043026A3 publication Critical patent/WO2008043026A3/fr
Publication of WO2008043026A9 publication Critical patent/WO2008043026A9/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/14—Side bearings
    • B61F5/142—Side bearings made of rubber elements, graphite or the like

Definitions

  • the present invention relates to railcars and more particularly to an improved constant contact side bearing assembly mountable on a railcar bolster to contact an underside of a railcar body.
  • a typical railcar comprises a car body supported on at least one, and usually two, wheeled trucks that are confined to roll on rails.
  • Each truck includes a bolster that extends essentially transversely of the car body longitudinal centerline and pivotally supports the railcar body.
  • the pivotal connection is established between the bolster and railcar body by center bearing plates and bowls transversely centered on the car body underframe and the truck bolster. Accordingly, the truck may turn or pivot on the center bearing plate under the railcar body.
  • the railcar truck Under certain dynamic conditions, combined with lateral track irregularities, the railcar truck also tends to shift or "hunt". Hunting is a phenomenon created by the wheeled trucks during movement of the railcar over tracks or rails. Conventional "gap style" side bearings cannot and do not effectively limit hunting of the wheeled trucks. As such, overall speed of the train is thereby limited.
  • FIGURES 1 and 2 a cage sits on top of the chassis of a railcar. That is, two cages are mounted on each chassis, where each chassis has four wheels. On each railcar there are two chassis and thus, there are a total of four side bearings provided on each railcar, two at each end. The springs and suspension arrangement are all provided below the bolster.
  • the side bearings are provided for at least two main functions, resistance to hunting as described above, and providing roll control.
  • the side bearing is positioned between the body of the railcar and the chassis to address these issues.
  • a plate is interposed between the bottom of the railcar body and the top of the side bearings.
  • the hardened steel plate provides friction between the top cap and the plate to resist turning forces, i.e., hunting, and the weight of the vehicle is transferred through abutment and frictional engagement to resist these turning forces.
  • Roll control is associated with the railcar passing through a turn and the weight of the body tends to roll the railcar.
  • the bearings provide a resistance force to the rolling.
  • a side bearing assembly is dimensioned for receipt in a receptacle or cage secured on an upper surface of an associated railcar bolster.
  • the side bearing assembly includes first and second base members, each having a cavity accommodating a damping element at least partially formed from rubber having a cap frictionally engaging a portion of a railcar body.
  • First and second spacers are positioned between adjacent endwalls of the bases and include cooperating surfaces for longitudinally spacing the first and second bases relative to the receptacle.
  • the spacers are wedge members interconnected by a fastener that, when tightened, urges the first and second bases apart and positively constrains the assembly within the receptacle.
  • One embodiment includes first and second spacers, each having a pair of angled edges that cooperate with mating beveled edges of the bases.
  • a molded member received in the base includes elastomeric (rubber) portions.
  • At least three radially spaced metal portions are interconnected by first and second elastomeric portions.
  • a primary benefit is the ease with which the side bearing assembly may be installed, retained, and easily replaced.
  • Another benefit of the invention resides in the optimized shear spring rate and improved fatigue capability.
  • FIGURE 1 is a perspective view of a prior art railcar truck.
  • FIGURE 2 is an exploded view of the components of FIGURE 1.
  • FIGURE 5 is a perspective view of a preferred tank car mounting.
  • FIGURE 6 is a top plan view of the tank car mount of FIGURE 5.
  • FIGURE 7 is an elevational view of the tank car mount of FIGURE 5.
  • FIGURE 8 is a perspective view of a base.
  • FIGURE 9 is a plan view of the base of FIGURE 8.
  • FIGURE 10 is an end view of the base of FIGURE 8.
  • FIGURE 11 is a perspective view of the top wedge plate.
  • FIGURE 12 is a plan view of the top wedge plate of FIGURE 11.
  • FIGURE 13 is an end view of the top wedge plate of FIGURE 10.
  • FIGURE 14 is a perspective view of a bottom wedge plate.
  • FIGURE 15 is a plan view of the bottom wedge plate of FIGURE 14.
  • FIGURE 16 is an elevational view of the bottom wedge plate of FIGURE
  • FIGURE 17 is a perspective view of a cap.
  • FIGURE 18 is an elevational view of the cap of FIGURE 17.
  • FIGURE 19 is a plan view of the cap of FIGURE 17.
  • FIGURE 20 is a perspective view of an inner metal used in the tank car mounting.
  • FIGURE 21 is a diametrical cross-sectional view of the inner metal of
  • FIGURE 20 is a diagrammatic representation of FIGURE 20.
  • FIGURE 22 is a perspective view of a preferred form of molded assembly.
  • FIGURE 23 is an elevational view of the molded assembly of FIGURE 22.
  • FIGURE 24 is a bottom view of the molded assembly of FIGURE 22.
  • FIGURE 25 is a diametrical cross-sectional view, taken generally along the lines 25-25, of FIGURE 23.
  • FIGURE 26 is a perspective view of a second preferred molded assembly.
  • FIGURE 27 is an elevational view of the molded assembly embodiment of
  • FIGURE 25 is a diagrammatic representation of FIGURE 25.
  • FIGURE 28 is a bottom plan view of the molded assembly of FIGURE 26.
  • FIGURE 29 is a cross-sectional view, taken generally along the lines 29-
  • FIGURE 30 is an end view of an alternative metal configuration.
  • FIGURE 31 is a diametrical cross-sectional view, taken generally along the lines 231 -31 , of FIGURE 30.
  • FIGURE 32 is a partial cross-sectional view of the fastening arrangement of the preferred embodiment of FIGURE 5.
  • FIGURE 33 is a perspective view of a second preferred embodiment.
  • FIGURE 34 is cross-sectional view of the fastening arrangement of the second preferred embodiment of FIGURE 33.
  • FIGURE 35 is a perspective view of the assembly adapted for receipt in an associated bolster pocket, recess, or cage.
  • the side bearing cage is shown disassembled from the bolster.
  • the cage is typically welded thereto and defines an elongated, generally C-shaped or U-shaped channel that receives side bearing rollers.
  • the embodiments to be described below with reference to FIGURES 5-31 are directed to side bearing assemblies for receipt in a cage of this type.
  • a tank car mount 100 is comprised of first and second bases 102, 104 that are dimensioned for receipt within the side bearing cage. Outer end walls 102a, 104a abut against associated end walls in the side bearing cage to limit longitudinal travel of the bases. Interior faces 102b, 104b (FIGURES 8-10) include first and second angled surfaces or beveled portions 102c, 104c which are adapted to cooperate with wedge plates as will be described with more particularity with reference to FIGURES 11-16. It will also be appreciated in FIGURES 8-10 that each base is substantially identical to the other base, so that parenthetical reference numerals are used to refer to the same components in the other base, e.g.
  • first wedge plate 110 has generally planar, upper and lower faces 112, 114 that are parallel to one another and angled surfaces 116, 118 that define a generally trapezoid shape when viewed from one end (FIGURE 11). That is, the angled surfaces 116, 118 are adapted for abutting engagement with angled surfaces 102c, 104c of the respective first and second bases (FIGURE 5).
  • first and second bores 120, 122 are formed through the first wedge plate and include counter-sink or counter-bore recessed portion 124, 126, respectively.
  • the bore is dimensioned to receive the shank 127 of an elongated fastener such as a threaded bolt, while the counter-bore receives the nut 128 of the fastener assembly.
  • the angled faces 116, 118 are thus adapted for mating, sliding engagement with the angled surfaces 102c, 104c of the first and second bases (see FIGURES 5 and 7).
  • the first wedge plate is drawn downwardly toward abutting engagement with the second wedge plate and the cooperating angled surface drives or urges the first and second bases into longitudinal engagement with opposite end walls of the cage along surfaces 102a, 104a.
  • FIGURES 14-16 a second wedge plate 130 is shown. It includes generally planar, parallel surfaces 132, 134 that are interconnected by angled surfaces 136, 138. As perhaps best illustrated in FIGURE 15, the opening through the second wedge plate has a non-round or preferably square configuration that cooperates with the non-round or squared head 129 of the fastener assembly. Of course, other non-round conformations can be used, as long as the arrangement precludes relative rotation between the fastener head and the second wedge plate.
  • the non-round openings 140, 142 are themselves circumscribed by counter-bore recessed portions 144, 146.
  • a steel case hardened cap 170 is shown. It includes an enlarged rim portion 172 and a narrower diameter, protruding portion 174 that is adapted for engagement with the hardened steel plate on the bottom of the railcar body.
  • a steel cylinder 180 Received within the cap is a steel cylinder 180 (FIGURES 20-21) which is a part of the molded assembly or rubber spring of FIGURES 22-25. More specifically, the metal cylinder 180 has a rubber molding, preferably natural rubber, mold bonded to the outer surface thereof, as best exemplified in FIGURE 25. The molded assembly is received in the cap and provides an effective damping element or spring. Thus, the molded assembly 200 incorporates the metal cylinder 180 and a frusto-conical (truncated cone shaped) rubber component 210 that extends axially and radially outward from the metal cylinder toward a base portion 212.
  • a frusto-conical (truncated cone shaped) rubber component 210 that extends axially and radially outward from the metal cylinder toward a base portion 212.
  • the generally cylindrical portion 212 may be interrupted at circumferentially spaced locations to provide greater control and also allow pre-compression of the molded assembly if so desired.
  • FIGURES 22-25 includes a single metal cylindrical portion
  • another preferred embodiment shown in FIGURES 26-29 includes multiple metal cylindrical portions. That is, the molded assembly 220 includes three metal cylindrical portions 222, 224, 226 that are generally concentrically arranged relative to one another. In addition, the cylindrical portions are axially staggered relative to one another and interconnected by the over-molded rubber generally identified by reference numeral 228.
  • this molded assembly can become an integral portion of the base, as perhaps best illustrated by FIGURES 27 and 28. That is, the third cylindrical portion 226 has a generally cylindrical inner conformation, while the outer surface thereof is shaped like that of the base 102, 104, individually illustrated in FIGURES 8-10. Thus, it includes angled surfaces 226c, 226d. [0060] Lastly, FIGURES 30 and 31 illustrate another alternative conformation for the inner metal. Here, the cross-section of FIGURE 31 shows a generally curved outer surface, so that a central portion 242 of the cylindrical portion 240 has a greater thickness than the opposite ends 244, 246.
  • FIGURE 32 illustrates the first preferred embodiment of FIGURES 5-16 in assembled relation as shown in FIGURE 5.
  • the cut-away, partial cross-sectional illustration shows the head of the fastener at the bottom and the shank of the fastener extending upwardly therefrom. This allowed the nut to threadably engage the exposed end of the threaded shank. Since the head of the fastener was held against rotation because of the non-round openings 140, 142, the installer could tighten the assembly by rotating the nut against the washer and thereby urge the bases into positive constraining engagement with the inner walls of the associated recess of the bolster pocket.
  • FIGURES 33-35 components are eliminated, the assembly design is simplifies and installation is easier. More particularly, the embodiment of FIGURES 5-16 used a jam nut 128' on the shank end 127' of the threaded fastener or bolt. Here, however, the bottom wedge is tapped, the fastener is inverted (i.e., the head 129 of the fastener/bolt is on top), and the jam nut 128 is eliminated. Thus, there is one less component (the nut) in this second embodiment, the installer can simply insert/remove the fastener from the top, and the same benefit of eliminating the use of shims as are presently used in the prior art is achieved.
  • This assembly also provides extra extension so as to avoid having to use shims to reach the maximum length bolster pocket.
  • the threads in this second preferred embodiment become integral with one of the wedge components (namely, the lower wedge component) and eliminates the hex nut.
  • Current prior art parts are urethane and are held in place by either wedge shims or welding (see Figures 1 -4). The installation and replacement of these arrangements is not only time consuming but difficult to control consistently. In contrast, the preferred embodiments of the present disclosure reduce the replacement frequency and the time to change the components.
  • the present design simply drops into the tank car bolster pocket (FIGURE 35) and telescopes out against the ends of the pocket using the two-piece wedge assembly described above that when tightened positively constrains the mount.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vibration Prevention Devices (AREA)
  • Support Of The Bearing (AREA)

Abstract

L'invention concerne un ensemble glissoir conçu pour être reçu dans un logement généralement rectangulaire comprenant une paire de parois latérales généralement parallèles et espacées et une paire de parois d'extrémité généralement parallèles et espacées, ledit logement étant monté de manière fixe sur la surface supérieure d'une traverse de véhicule de chemin de fer. L'ensemble glissoir comprend un ressort en caoutchouc pourvu d'un insert comprenant un trou traversant et une première et une seconde base comprenant une paire de parois latérales espacées et une paire de parois d'extrémité espacées, une base définissant une cavité destinée à recevoir le ressort en caoutchouc et un premier et un second dispositif d'espacement allongés. Les bases sont placées à l'intérieur du logement de sorte que les parois d'extrémité de chaque base sont adjacentes les unes aux autres, les premier et second dispositifs d'espacement étant positionnés entre les parois d'extrémité adjacentes, le premier dispositif d'espacement étant fixé au second pour positionner et fixer la paire de bases à l'intérieur du logement.
PCT/US2007/080457 2006-10-04 2007-10-04 Ensemble glissoir de véhicule de chemin de fer WO2008043026A2 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US84985206P 2006-10-04 2006-10-04
US60/849,852 2006-10-04

Publications (3)

Publication Number Publication Date
WO2008043026A2 true WO2008043026A2 (fr) 2008-04-10
WO2008043026A3 WO2008043026A3 (fr) 2008-06-26
WO2008043026A9 WO2008043026A9 (fr) 2008-07-31

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ID=39269223

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2013090244A1 (fr) * 2011-12-12 2013-06-20 Standard Car Truck Company Palier latéral de wagon de chemin de fer
CN104890692A (zh) * 2015-05-29 2015-09-09 南车二七车辆有限公司 一种双磨耗板弹性旁承

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5960719A (en) * 1996-07-15 1999-10-05 Sunderman; John R. Railway car truck yaw control device
US20050223935A1 (en) * 2004-02-24 2005-10-13 Jensen Erik D Constant contact side bearing assembly for a railcar
US20060042498A1 (en) * 2004-08-25 2006-03-02 Schorr Ralph H Side bearing for railway car

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5960719A (en) * 1996-07-15 1999-10-05 Sunderman; John R. Railway car truck yaw control device
US20050223935A1 (en) * 2004-02-24 2005-10-13 Jensen Erik D Constant contact side bearing assembly for a railcar
US20060042498A1 (en) * 2004-08-25 2006-03-02 Schorr Ralph H Side bearing for railway car

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2013090244A1 (fr) * 2011-12-12 2013-06-20 Standard Car Truck Company Palier latéral de wagon de chemin de fer
US8869710B2 (en) 2011-12-12 2014-10-28 Standard Car Truck Company Railroad car side bearing
CN104890692A (zh) * 2015-05-29 2015-09-09 南车二七车辆有限公司 一种双磨耗板弹性旁承

Also Published As

Publication number Publication date
WO2008043026A3 (fr) 2008-06-26
WO2008043026A9 (fr) 2008-07-31

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