WO2008070953A1 - Traverse danseuse - Google Patents

Traverse danseuse Download PDF

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Publication number
WO2008070953A1
WO2008070953A1 PCT/CA2006/002096 CA2006002096W WO2008070953A1 WO 2008070953 A1 WO2008070953 A1 WO 2008070953A1 CA 2006002096 W CA2006002096 W CA 2006002096W WO 2008070953 A1 WO2008070953 A1 WO 2008070953A1
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WO
WIPO (PCT)
Prior art keywords
bolster
truck
truck bolster
brake rod
web
Prior art date
Application number
PCT/CA2006/002096
Other languages
English (en)
Inventor
James W. Forbes
Tomasz Bis
Original Assignee
National Steel Car Limited
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 National Steel Car Limited filed Critical National Steel Car Limited
Priority to PCT/CA2006/002096 priority Critical patent/WO2008070953A1/fr
Publication of WO2008070953A1 publication Critical patent/WO2008070953A1/fr

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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
    • B61F5/50—Other details
    • B61F5/52—Bogie frames

Definitions

  • This invention relates to the field of rail road cars, and to bolsters for trucks for rail road cars.
  • a rail road car truck may have a pair of side frames, or side frame assemblies, that seat upon wheelsets, and a truck bolster that extends crosswise between, and is resiliently mounted to, the side frames.
  • the bolster may typically have a centerplate bowl located at mid-span.
  • the car body may include a centerplate that seats in the centerplate bowl in a relationship that permits a vertical load from the car body to be passed into the truck bolster while also permitting rotational pivoting of the bolster relative to the car body such that the truck can turn and the rail road car can negotiate curves in the track.
  • the truck bolster may be considered to be a simply supported beam.
  • the car body and lading may be idealized as a vertically downward point load applied at the mid-span center of the beam. This point load is reacted by a pair of reactions, which may for initial approximation also be idealized as point loads, that act vertically upwardly at the beam ends, those reactions being provided by the main spring groups.
  • the main spring groups have upper seats on the undersides of the ends of the bolster, and lower seats on the tension member of the side frames.
  • Truck bolsters may tend to have the general form of a beam having a top flange, a bottom flange, and shear webs extending between the top and bottom flanges.
  • the bending moment in the truck bolster may tend to be greatest at mid span. Consequently, the beam may tend to be deepest in section at the mid span location.
  • truck bolsters tend commonly to be castings, most typically steel castings.
  • Truck bolsters may have side bearings mounted on their upper flanges some distance outboard from the centerplate.
  • the side bearings receive vertical loads that are transmitted, typically, between a body bolster of the railroad car body, and the truck bolster. This may tend to occur most particularly when the car body is in a condition where it may lean to one side relative to the truck bolster.
  • the side bearing may include a roller or a slider that permits this transfer of force to occur while also permitting a turning, or pivoting motion of the truck bolster relative to the body bolster.
  • the vertical force transmitted into the side bearing, and hence into the bolster arm beneath the side bearing can be quite substantial.
  • a truck bolster for a railroad freight car truck.
  • the truck bolster is a casting.
  • the truck bolster includes a beam having an upper flange portion, a lower flange portion, a first web portion and a second web portion, the upper and lower flange portions and the first and second web portions being outside walls of the beam defining a hollow box section.
  • the beam has first and second ends for mounting to rail road car truck sideframes.
  • a centerplate bowl is located at mid-span between the first and second ends.
  • a first portion of the shear transfer reinforcement is mounted to receive downward forces from the centerplate.
  • a second portion of the shear transfer reinforcement has a shear force transfer connection to the first web, and a third portion of the shear transfer reinforcement has a shear transfer connection to the second web.
  • the shear transfer reinforcement is a web mounted cross-wise within the beam.
  • the web is mounted diametrically under the center plate bowl.
  • the web has an accommodation formed therein for receiving a centerplate pin.
  • the truck bolster has a reinforcement running lengthwise under the centerplate bowl, the truck bolster has a reinforcement running lengthwise under the centerplate bowl, and the lengthwise running reinforcement intersects the cross-wise web.
  • the reinforcement running lengthwise is a rib protruding downwardly from the centerplate bowl and furthermore the rib flares laterally.
  • the shear transfer reinforcement is an archway and in another feature, the archway has an apex near to the centerplate bowl, and the second and third portions of the reinforcement are legs of the archway extending away therefrom.
  • the archway inclines at an angle from vertical.
  • the truck bolster is free of longitudinally running, upwardly standing webs underneath the archway.
  • the internal shear transfer reinforcement is a first internal shear transfer reinforcement.
  • the first internal shear transfer reinforcement is a cross-wise web standing in a vertical plane at a mid span plane of symmetry of the centerplate bowl and the truck bolster includes a second internal shear transfer reinforcement.
  • the second internal shear transfer reinforcement is a cross-wise archway spaced outboard from the first internal shear transfer reinforcement and the cross-wise archway has a first leg rooted in the first web portion, a second leg rooted in the second leg portion, and an upper portion running under the upper flange portion between the leg portions, hi another feature, a depending centerplate reinforcement rib runs length-wise from the upper portion of the archway to an upper region of the cross-wise web.
  • the truck bolster has first and second brake rod apertures formed in the first and second web portions respectively, and the brake first and second brake rod apertures each have an area of more than 40 sq. in.
  • the first brake rod aperture has an area, A, that is at least 50 % greater than the largest corresponding brake rod opening defined in
  • the first brake rod aperture has a perimeter, P, that encompasses the location of both (a) a "conventional brake rod opening”; and (b) a
  • the area A ofthe brake rod opening exceeds by more than 80 % the area ofthe largest brake rod opening defined in AAR standard S - 392 as that standard read on January 1, 2005.
  • the brake rod aperture ofthe truck bolster has a perimeter, and the perimeter is free of any radius of curvature of less than 2 1 A inches.
  • the brake rod opening has a plurality of radiused corners, at least one of the corners having a different radius than another.
  • the brake rod opening has a radiused corner having a radius of more than 5 inches.
  • the brake rod opening has a radiused corner having a radius more than
  • the brake rod opening ofthe truck bolster has a perimeter; AAR standard S - 392 as it read on January 1, 2005 defines a corresponding "conventional brake rod opening", AAR standard S - 392 as it read on January 1 , 2005 defines a corresponding "WABCOPAC" brake rod opening, and the perimeter ofthe brake rod opening ofthe truck bolster encompasses both the "conventional brake rod opening” and the "WABCOPAC” brake rod opening.
  • the truck bolster has a ratio of Dh/Dp is greater than 0.94.
  • the upper flange portion has an upper surface
  • the truck bolster has side bearing seats defined on the upper surface
  • the truck bolster has side bearing fitting access sockets formed therein abreast of the side bearing seats
  • the upper flange portion has an upper surface
  • the truck bolster has side bearing seats defined on the upper surface
  • the web portions of the truck bolster have deviations therein abreast of the side bearing seats, the deviations defining side bearing fitting access sockets.
  • the truck bolster has brake rod apertures in the first and second web portions, the brake rod apertures being located generally beneath the centerplate bowl and the first and second web portions are free of tool access openings outboard of the brake rod apertures.
  • a truck bolster of a railroad freight car truck the truck bolster being a casting.
  • the truck bolster has a hollow beam having first and second ends for mounting to sideframes.
  • the truck bolster has a lengthwise direction running between the first and second ends.
  • the hollow beam has an upper flange portion, a lower flange portion, a first web portion and a second web portion, the upper and lower flange portions and the first and second web portions being outside walls of the beam that co-operate to define a box section.
  • the internal shear web is mounted to reinforce the centerplate bowl.
  • the cross-wise web extends from the center plate bowl to the lower flange portion, and from the first web to the second web.
  • the internal shear web extends diametrically beneath the centerplate bowl.
  • the internal shear web has an accommodation formed therein to accommodate a centerplate pin.
  • the internal shear web has feet merging into the lower flange portion, and a relief defined adjacent to the lower flange portion between the feet.
  • the bolster has a longitudinally running centerplate reinforcement rib, and the rib intersects the internal shear web.
  • the truck bolster includes a beam having a first end for mounting to a first sideframe, a second end for mounting to a second sideframe, and a centerplate bowl at mid-span between the first and second ends.
  • the truck bolster has side bearing seats defined thereon, and attachment fittings for the side bearing seats.
  • the truck bolster has side bearing fitting access sockets formed in the beam abreast of the side bearing seats.
  • the beam has an upper flange and webs extending lengthwise therealong and downwardly therefrom.
  • the sidebearing seats are defined on the upper flange, and the sockets are formed in the webs.
  • a wall of one of the sockets is formed by a deviation formed in one of the webs.
  • the beam includes a top flange and a pair of spaced apart webs running along, and extending downwardly therefrom, the attachment fittings include two spaced apart bores formed through the top flange, the bores having centerlines, and at least a portion of one of the webs passes between the centerlines of the bores.
  • the truck bolster is a casting.
  • the truck bolster includes a hollow beam having a first and a second end for mounting in a rail road car truck sideframe, and a centerplate bowl mounted in a mid-span position between the first and second ends.
  • Brake rod apertures are formed in the beam, the brake rod apertures being located generally beneath the centerplate bowl.
  • the hollow beam has an upper flange, a lower flange, and predominantly upwardly standing first and second webs extending between the upper and lower flanges. The first and second webs being free of hand access openings outboard of the brake rod apertures.
  • side bearing seats are defined on the upper flange of the truck bolster
  • side bearing fitting access sockets are defined in the webs abreast of the side bearing seats
  • the webs are substantially planar between the brake rod apertures and the sockets.
  • a truck bolster for a railroad freight car truck having a brake rod opening defined therein.
  • the brake rod opening has an area, A, of greater than 40 sq. in.
  • the brake rod opening area is greater than 50 sq. in.
  • the area A exceeds by at least 80 % the area of the largest corresponding brake rod opening defined in AAR standard S - 392 as that standard read on January 1, 2005.
  • the brake rod opening of the truck bolster has a perimeter
  • the brake rod opening has a plurality of radiused corners, at least one of the corners having a different radius than another.
  • the brake rod opening has a radiused corner having a radius of more than 5 inches.
  • the brake rod opening has a radiused corner having a radius more than 50 % greater than any radius shown for a brake rod opening in AAR
  • the brake rod opening of the truck bolster has a perimeter, AAR standard S - 392, as it read on January 1, 2005 defines a corresponding "conventional brake rod opening", AAR standard S - 392, as it read on January 1 ,
  • the brake rod opening of the truck bolster has a perimeter,
  • the bolster is a casting and has a rating of at least "100 Tons".
  • the bolster has a top flange, a bottom flange, and webs extending between the top and bottom flanges.
  • the flanges and the webs co-operate to define a hollow beam.
  • the beam has a deep central portion and shallower end portions.
  • the bottom flange includes first and second portions ascending outboard from the deep central portion to the
  • the first ascending portion lies in a plane.
  • the first ascending portion merges into a first of the end portions at a first transition.
  • the first transition is free of any deviation extending inboard and upward of the plane.
  • a truck bolster there is a truck bolster.
  • the bolster is a casting and has a rating of at least "100 Tons".
  • the bolster has a top flange, a bottom flange, and webs extending between the top and bottom flanges.
  • the flanges and the webs co-operate to define a hollow beam.
  • the beam has a deep central portion and shallower end portions.
  • the bottom flange includes first and second portions ascending outboard from the deep central portion to the end portions.
  • the bottom flange has a first transition from the deep central portion to the ascending portion and a second transition from the ascending portion to the end portion, respectively.
  • the first transition has a first radius of curvature, R) .
  • the second transition has a second radius of curvature, R 2 and R 2 is at least one half of R].
  • Figure Ia is an isometric, general arrangement view of a railroad car truck such as may incorporate a truck bolster;
  • Figure Ib is a perspective view of the truck bolster of Figure Ia, from above and to one side;
  • Figure 1 c is a further perspective view of the truck bolster of Figure 1 a, from below and to one side;
  • Figure 2a is a top view of the truck bolster of Figure Ia;
  • Figure 2b shows a side, or elevation, view of the bolster of the truck of Figure Ia, one half of that view being a sectional view taken along the longitudinal centerline of the truck bolster as indicated by section '2b - 2b' in Figure 2a;
  • Figure 2c is a half cross-sectional view, in elevation, on '2c - 2c' of the bolster of Figure
  • Figure 2d is an enlarged detail of a lightening aperture of the truck bolster of Figure 2a;
  • Figure 2e is an enlarged cross-sectional detail taken on the longitudinal centerline of the truck bolster of Figure 2d, from the same viewpoint as that of Figure 2d;
  • Figure 2f is an enlarged detail, from above, of a side bearing seat region of the bolster of Figure 2a.
  • Figure 3a is an end, or profile, view of the truck bolster of Figure 2a;
  • Figure 3b is a cross-sectional view, in profile, on '3b - 3b' of the bolster of Figure 2b taken through the center row of the spring seat
  • Figure 3c is a cross-sectional view, in profile, on ' 3c - 3c' of Figure 2b taken through the center of the spring row inboard row of the spring seat;
  • Figure 3d is a cross-sectional view, in profile, on '3d - 3d' of Figure 2b taken through the side bearing mount;
  • Figure 3e is a cross-sectional view, in profile, on '3e - 3e' of Figure 2b taken on a staggered section predominantly to one side of the midspan vertical plane of the truck bolster;
  • Figure 3f is a cross-sectional view, in profile, on ' 3f - 3F of Figure 2b taken in the mid- span vertical plane of the truck;
  • Figure 4a shows a prior art truck bolster in profile
  • Figure 4b shows the truck bolster of Figure 2a in a profile contrasting with that of Figure
  • the longitudinal direction is defined as being coincident with the rolling direction of the rail road car, or rail road car unit, when located on tangent (that is, straight) track.
  • the longitudinal direction is parallel to the center sill, and parallel to the side sills, if any.
  • vertical, or upward and downward are terms that use top of rail, TOR, as a datum.
  • lateral, or laterally outboard refers to a distance or orientation relative to the longitudinal centerline of the railroad car, or car unit, or of the centerline of the centerplate bowl of the truck.
  • longitudinal inboard is a distance taken relative to a mid-span lateral section of the truck.
  • Pitching motion is angular motion of a railcar unit about a horizontal axis perpendicular to the longitudinal direction.
  • Yawing is angular motion about a vertical axis.
  • Roll is angular motion about the longitudinal axis.
  • the long, or longitudinal axis 25 of the truck bolster tends to be oriented cross-wise to the longitudinal axis of the truck or of the railroad car more generally.
  • the lengthwise axis of the bolster may be considered the x-axis.
  • the transverse direction of the bolster may be considered the direction of the fore-and-aft thickness of the
  • the up and down direction which may be parallel to the axis of the axis of the centerplate pin, when installed, may be considered the vertical or z-direction.
  • damper 5 This description refers, in part, to friction dampers, and damper seats for rail road car trucks, and to multiple friction damper systems.
  • damper 5 arrangements There are several types of damper 5 arrangements, some being shown at pp. 715 - 716 of the 1997 Car and Locomotive Cyclopedia, those pages being incorporated herein by reference.
  • Each of the arrangements of dampers shown at pp. 715 to 716 ofthe 1997 Car and Locomotive Cyclopedia can be modified to employ a four cornered, double damper arrangement of inner and outer dampers.
  • damper wedges tend to be mounted within an angled "bolster pocket" formed in an end of the truck bolster. In cross-section, each wedge may then have a generally triangular
  • the first side may tend to have a substantially planar bearing face for vertical sliding engagement against an opposed bearing face of one of the sideframe columns.
  • the second face may not be a face, as such, but rather may have the form of
  • the third face, or hypotenuse may appear to be generally planar, in some embodiments it may tend to have a slight crown, having a radius of curvature of perhaps 60".
  • the crown may extend along the slope and may also extend across the slope.
  • the end faces ofthe wedges may be generally flat, and may have a coating, surface treatment, shim, or low friction pad to give a smooth sliding
  • the sideframe may tend to rotate, or pivot, through a small range of angular deflection about the end of the truck bolster to yield wheel load equalisation.
  • the slope face ofthe damper may tend to accommodate this pivoting motion by allowing the damper to rock somewhat relative to the generally inclined face of the bolster pocket while the planar bearing face remains in planar contact with the wear plate of the sideframe column.
  • the slope face may have a slight crown, for the purposes of this description it will be described as the slope face or as the hypotenuse, and
  • wedges may have a primary angle ⁇ , being the included angle between (a) the sloped damper pocket face mounted to the truck bolster, and (b) the side frame column face, as seen looking from the end of the bolster toward the track center.
  • ⁇ the included angle between (a) the sloped damper pocket face mounted to the truck bolster, and (b) the side frame column face, as seen looking from the end of the bolster toward the track center.
  • a secondary angle ⁇ may be defined in the plane of angle ⁇ , namely a plane perpendicular to the vertical longitudinal plane of the (undeflected) side frame, tilted from the vertical at the primary angle. That is, this plane is parallel to the (undeflected) long axis ofthe truck bolster, and taken as if sighting along the back side (hypotenuse) of the damper.
  • the secondary angle ⁇ is defined as the lateral rake angle seen when looking at the damper parallel to
  • Figure Ia shows an example of a rail road car truck 20 that is intended to be generically representative of a wide range of trucks in which the present invention may be employed. While
  • truck 20 may be suitable for general purpose use, it may be optimized for carrying relatively low density, high value lading, such as automobiles or consumer products, for example, or for carrying denser semi-finished industrial goods, such as might be carried in rail road freight cars for transporting rolls of paper, or for carrying dense commodity materials be they coal, metallic ores, grain, potash, steel coils or other lading.
  • Truck 20 is generally symmetrical about both its
  • truck has first and second sideframes, first and second spring groups, and so on.
  • Truck 20 has a truck bolster 24 and first and second side frames 26.
  • Side frames 26 may
  • Each side frame 26 has a generally rectangular side frame window 28 that accommodates one of the ends 30 of the bolster 24.
  • the upper boundary of window 28 is defined by the side frame arch, or compression member identified as top chord member 32, and the bottom of window 28 is defined by a tension member identified as bottom chord 34.
  • the fore and aft vertical sides of window 28 are defined by a pair
  • first and second side frame columns 36 The ends of the tension member sweep up to meet the compression member.
  • side frame pedestal fittings 38 At each of the swept-up ends of side frame 26 there are side frame pedestal fittings, or pedestal seats 38.
  • Each fitting 38 accommodates an upper fitting, which may be a rocker or a seat. This upper fitting, whichever it may be, is indicated generically as 40.
  • Fitting 40 engages a mating fitting 42 of the upper surface of a bearing adapter 44.
  • adapter 44 engages a bearing 46 mounted on one of the ends of one of the axles 48 of the truck adjacent one of the wheels 50 of one of the wheelsets.
  • a fitting 40 is located in each of the fore and aft pedestal fittings 38, the fittings 40 being longitudinally aligned.
  • bolster 24 is able to pivot about the vertical or z-axis with respect to the
  • Bolster 24 can move up and down in the side frame windows 28 on the spring groups 45 in response to vertical perturbations. The vertical motion may tend to carry along friction dampers 47, 49 seated in the bolster pockets 120, 122 of bolster 24, causing friction dampers 47, 49 to ride against the side
  • Dampers 47, 49 may be arranged in first and second damper groups, mounted respectively at the first and second ends of bolster 24.
  • Each damper group may include 4 dampers.
  • Each of those dampers maybe sprung independently of any other, and maybe arranged in a four cornered arrangement, namely with two dampers facing each sideframe, one being outboard of the other.
  • Bolster 24 may be displaced laterally relative to the side frames in response to lateral perturbations, subject to the range of travel permitted by the bolster gibs 112, 114.
  • the spring groups 45 and the sideways swinging, or rocking motion of the side frames may tend to resist this lateral motion and may tend to restore bolster 24 to an equilibrium position with the amplitude of the lateral rocking or swinging motion decreasing as the dampers work against the side frame column wear plates.
  • loads may be carried into the truck bolster at the side bearings 35 mounted to the upper surface of bolster 24 from the engaging side bearing surfaces of the body bolster of the rail road car body.
  • Bolster 24 may be thought of as having three types of regions: (1) the deepest portion lying generally underneath the center plate bowl; (2) relatively shallow end portions or regions that locate in the sideframe windows; and (3) intermediate transition regions, or arms, that extends between the first and second regions. These regions are identified as center or mid-span region 62, intermediate or transition arm region 64, and outboard, or end region 66.
  • Bolster 24 may have a long axis, 25.
  • Bolster 24 may have a plane of symmetry that runs lengthwise (i.e., along axis 25) and vertically. Aside from such features as brake fittings, bolster
  • Bolster 24 may also have a mid-span vertical plane of symmetry that is perpendicular to long axis 25. Mid-span centerline 27 lies in this vertical plane to which axis 25 is normal.
  • Bolster 24 may include an upper portion, 52, a lower portion 54, a first sidewall portion 56 and a second sidewall portion 58. These portions may be joined in a generally box-like configuration, in section, to form a beam in which upper portion 52 may tend to function as a first flange, lower portion 54 may tend to function as a second flange, and first and second sidewall portions 56 and 58 may tend to be, or to function as, shear transfer members, or shear transfer webs, linking the upper and lower portions 52 and 54.
  • the portions 52, 54, 56, and 58 co-operate to define a beam having webs and flanges, which beam may have a hollow interior, indicated generally as 60, which may include one or more cavities or sub-cavities.
  • This beam may tend to have a greater through thickness depth between the upper and lower flanges in its mid-span region 62 than at its shallower end regions 66.
  • These portions may be integrally formed portions of a single monolithic casting, 70, which may be fabricated of a material such as a steel alloy.
  • the upper flange may tend to be a compression member, and the lower flange may tend to be a tension member.
  • Upper portion 52 may include a wall member, which may be identified as an upper flange 72.
  • upper flange 72 may have an upstanding generally circular lip or rim 73 that defines the outer peripheral wall of a center plate bowl 74, such as may accommodate a mating center plate of a railroad car body.
  • center plate bowl At the center of the center plate bowl,
  • FIG. 5 there may be a concentrically located accommodation for a center plate pin, that accommodation being indicated generally as 76. At some distance radially away from accommodation 76, laterally outboard beyond the rim of bowl 74, there may be a side bearing mount, or seat, 78. Seat 78 may be a raised portion of upper flange 72. That is, it may stand proud of the surrounding region, and, where bolster 24 is a casting, after casting, seat 78 may be milled to
  • Flange 72 may include mounting fittings 82, 84 such as may permit mechanical attachment of side bearing 35 to seat 78.
  • fittings 82, 84 may include bores 86, 88, and the mechanical attachment may be by way of bolts or other threaded fasteners.
  • the side bearing seat maybe a generally rectangular flat
  • Flange 72 may have a downwardly sloped transition 90 lying outboard of seat 78, and a more distant distal region 92 such as may pass through the sideframe window.
  • Lower portion 54 may include a lower flange member 96, such as may have a mid-span
  • lower flange member 96 may tend to be greatest in mid-span portion 100, and maybe tapered in a general reduction in thickness in inclined regions 102, to a once again thicker portion in distal end regions 104.
  • distal region 104 may include fittings in the nature of spring coil end retainers 105 defining the upper spring seat 107 for receiving the upper ends of the spring coils of the spring group, and for receiving the upper ends of the friction dampers.
  • Each of first and second side wall portions 56, 58 may include a deep central region 106,
  • Sidewall portions 56, 58 may further include a transition or intermediate portion
  • Transition portion 108 may narrow in depth (i.e., become more shallow) from the inboard portion to the outboard portion, and again, may form the shear web 5 connection between the upper and lower flanges in transition region 102.
  • Sidewall portions 56, 58 may include inboard gibs 112 and outboard gibs 114. Either or both of those gibs may be tapered as described in my copending US Patent Application 11 / 002,222 filed December 3, 2004, and which is incorporated herein by reference.
  • Each end of bolster 24 may further include inboard and outboard bolster pockets, 120, 122.
  • Inboard bolster pocket 120 may have a substantially planar inclined face 124 that may be inclined with respect to the vertical by a primary angle ⁇ .
  • Face 124 may also include a lateral bias, represented by secondary angle ⁇ .
  • the apparent lateral rake angle, 0, of the bolster pocket due to secondary angle ⁇ may be seen in the downwardly looking sectional view of Figure 2c, but a true view of secondary angle ⁇ may be seen by sighting along the inclined plane of angle ⁇ .
  • Bolster pocket 120 may include an outboard lateral wall 128 extending perpendicular to long axis 25.
  • Wall 128 co-operates with the sloped wall defined by face 124 to form a two sided notch with a face width corresponding to the width of a damper wedge, with tolerance, such that a damper wedge installed in pocket 120 may tend to be constrained to work along face 124 and along the walled guideway or trackway defined by wall 128, with a tendency to bear against wall 128 by virtue of the secondary rake angle, ⁇ .
  • outboard pocket 122 may include an inclined face 125 that may be inclined at primary angle ⁇ and secondary angle ⁇ , but of opposite hand, and an inboard wall 130, which may be spaced in mirror arrangement to wall 128 and face 124.
  • Bolster 24 may include a spring land 134 between walls 128 and 130. An intermediate end row coil spring of spring group 45 may bear against the underside of land 134. Land 134 may be part of the upper spring seat 107. hi contrast to conventional bolster pockets that may have 3 walls
  • the bolster pocket or pockets may have only two walls namely, the sloped face and one side face.
  • bolster pocket 120 may have only face 124 and outboard wall 128 to which axis 25 is normal.
  • slope face 124 may merge on a radiused edge into the vertical web portion 56 rather than into another bolster pocket sideface. This may tend to reduce the sharpness or suddenness of the transition in width of, for example, the bottom flange in the transition region from the arm region to the end region of the bolster.
  • the end portion of the bottom flange may have a cruciform shape in which the cross arm is defined by the lands under the middle spring seats, and the stem is tapered is broad at the distal ends, and narrow at the waist, the taper on the stems being that of angle ⁇ . It may be that only the inboard stem of this cruciate form is tapered.
  • the bias of angle ⁇ may tend to urge the inboard and outboard dampers laterally toward each other.
  • the outboard margin of side bearing seat 78 may be located at a station of bolster 24 measured along axis 25 that corresponds roughly to the station of the abutment surface 136 of inboard bolster gib 112. Inboard of bolster pocket 120 and gib 112, bolster 24 may have reliefs 140. Relief 140 may be located generally abreast of seat 78. Each relief 140 may be in the
  • an alcove, or socket, or pocket, 142 let inwardly from the sidewall, and may be such as to permit the introduction of a tool head, such as an open end or box-head wrench, or a ratchet and socket, to provide direct access to the underside of bore 86, 88 through which the mounting hardware of the side bearing may be introduced, with a nut bearing on the underside of upper flange 72 as at the location identified as 144.
  • top flange 72 of bolster 24 maybe
  • Bolster 24 may be free of any other vertical web or other reinforcement supporting seat 78 other than web portions 148, 150. That is to say, side bearing seat 78 may have a width 'W between inboard and outboard margins 152 and 154.
  • the arc length of web portions 148, 150, as measured at the middle of the thickness of the wall, is greater that width W, and may be in the range of 5 :4 to 2: 1 times as great.
  • the gap ' ⁇ i' between web portions 148, 150 being the minimum gap width under seat 78, and along the line of centers of bores 86 and 88 maybe less than half the length 'L' of seat 78, and less than half the length between the centers of bores 86 and 88.
  • seat 78 has an area of L x W
  • web portions 148 and 150 may be said to divide that area into three regions, identified as a central region 'A', lying between the webs, and lateral regions
  • Regions 'B' and 'C may be of equal area.
  • the ratio of the area of region 'B' to the area of region 'A' may lie in the range of 2:3 to 2:1, and in one embodiment may be about 3:4, (+/- 20 %). In another way of expressing this, it may be that no point in the area LW lies more than 2/5 L from the nearest
  • this distance may be about 1/3 of L.
  • brake rod apertures 156, 158 In the central region of sidewall portions 56 and 58, there may be brake rod apertures 156, 158. Aperture 156 in sidewall portion 56 may be aligned with aperture 158 in sidewall portion 58, thereby making a fore-and-aft passageway through bolster 24.
  • the profiles of these apertures 156, 158 may be formed with corner radii tending to be larger than may formerly have been used, and may tend to provide a larger passage for brake equipment, and may also tend toward lower stresses, and, to the extent that less material may be used, may provide a measure of lightening. It is thought that lower stresses in these features may tend to lead to a greater fatigue life.
  • Bolster 24 may include a number of internal features. Starting at the mid-span centerline 27, there is a first lateral feature indicated as 160. A second lateral feature 162 is located in an inclined plane running from, roughly, the root of the transition of the lower flange (i.e. where mid-span portion 100 and inclined region 102 meet) of the center plate bowl rim 73 and the long axis 25 of symmetry of bolster 24 more generally. A third feature, indicated as 164, is a reinforcement feature extending in the long direction of bolster 24 on the underside of center plate bowl 74.
  • Feature 160 may include a substantially planar web member 166 that runs between sidewall portions 56 and 58 in a vertical plane, such as the mid-span plane or centerline 27, perpendicular to long axis 25 of bolster 24.
  • Web member 166 may be joined along one upwardly extending edge or margin 168 to sidewall portion 56, and along another upwardly extending edge or margin to sidewall 58.
  • Web member 166 may have feet 172 and 174 rooted in lower flange member 96, those feet bracketing a relief in the nature of an opening 176.
  • Web member 166 may also have upper margins 178, 180 that merge into the underside of upper flange 72 in the region of center plate bowl 74.
  • Web member 166 may also include, or support, a king pin socket fitting.
  • the king pin bore namely accommodation 76
  • accommodation 76 is formed downwardly through the base of center plate bowl 74, along the vertical, or z-axis, at the intersection of the longitudinal and transverse planes of symmetry of bolster 24.
  • Accommodation 76 extends centrally into what would otherwise be the center of the mid-plane ofweb 166.
  • web 166 has, in its upper region adjacent the base of center plate bowl 74 and reinforcement 164, two opposed bulges 184 that stand proud to either side of the rest ofweb
  • Bulges 184 surround bore 76 and co-operate to define the centerplate king pin socket. At the lower extremity of bulges 184 there is a penetration, or aperture 186 formed through web 166, to permit a cotter pin to be inserted through the tip of the king pin, thus discouraging its escape.
  • Feature 162 may be identified as a reinforcement or stiffener, and, in one embodiment, may have the form of a rib, vault or arch, having a first ascending portion 190 protruding inwardly of sidewall portion 56, and running from a root in lower flange member 96 fully upwardly to merge into a transversely extending upper portion 192 that protrudes downwardly from the substantially planar upper flange 72, that upper portion 192 having an arched lower
  • Upper portion 192 also merges into a second ascending portion 194 that protrudes inwardly from sidewall portion 58.
  • Second ascending portion 194 may be mounted symmetrically opposite to first ascending portion 190.
  • First and second ascending portions 190 and 194, and upper portion 192 may co-operate to form an arch, and that arch may aid in the distribution of the relatively concentrated loads received at centerplate bowl 74 into the webs of
  • rim 73 of center plate bowl 74 may be generally circular on the inside, but may include reinforced end portions as indicated at 185. Rim 73 may include squared-off lugs or corner portions 187, 189 such as may be thicker than the radial thickness of rim 73 elsewhere,
  • the squared-off end portions may tend to run substantially parallel to upper portion 192 and may tend to be spread loads thereinto.
  • the rectangular reinforced shape of these reinforced corner lugs may be of substantially the same width as the upper flange (+/- 15 %), and may have a length substantially the same as the outer diameter of rim 73 (+/- 15 %). The depth, or vertical thickness of the body of the lugs may
  • the thickness may be greater than about Vi the rim height, or half the center plate bowl depth, to about the same as the center plate bowl depth, or to about such thickness as make the top of the lugs, or corner portions 187, 189 tend to be flush with, or slightly shy of, the top surface of rim 73.
  • the top of the corner lug portions may taper away from rim 73 and the taper may be relatively slight.
  • the members of feature 162 may define an opening, passage, or aperture 201 between a first chamber, sub-chamber, or space or cavity 200, and a second chamber, sub-chamber or cavity, 202.
  • Cavity 200 may be bounded by features 160 and 162, upper flange 72, lower flange 96 and sidewall portions 56 and 58. It may be noted that bolster 24 may have a brake system
  • SO dead lever fulcrum pad (and bolt fittings), indicated generally as 198, to which the brake arm dead lever 197 may be mounted.
  • Pad 198 may be located near the top of sidewall 56 or 58, and may be such that the bolt fittings 161 straddle item 162, with the pad profile seating in line with item 162.
  • Sub-chamber 202 lies outboard of feature 162 and is bounded by upper flange 72, lower flange 96 and sidewall portions 56 and 58. Sub-chamber 202 may extend along axis 25 to
  • Feature 164 may be identified as a reinforcement or stiffener merging into and protruding downwardly from upper flange 72 under the base of the center plate bowl 74.
  • Feature 164 may be termed a rib or a load spreader, and may have a narrow portion, or waist 203, adjoining feature 160, and may flare to a wider portion, or root 205, merging into the upper portion 192 of feature 162.
  • the opposed features 164 and feature 160 may, taken together, have a cruciate plan form, such as may tend to support or stiffen the base of the center plate bowl, with the arms of the cross-shaped reinforcement structure radiating from the axis of the center plate bore.
  • the thickness, or depth, of feature 164 maybe comparable to the thickness of upper flange 72 in the region of centerplate bowl 74 more generally. This thickness may be in the range of Vi to 5/3 the thickness of flange 72 at the base of the center plate bowl. The depth of feature 164 may be such as not to obstruct the passage opening defined by apertures 156 and 158.
  • truck bolster 24 is a substantially hollow beam, having a generally box- shaped cross-section defined between the upper flange portion 52, the lower flange portion 54, and the first and second web portions.
  • the box beam section so defined is one of varying depth and width.
  • the internal reinforcements, such as items 160 and 162 are internal shear transfer reinforcements. These shear transfer reinforcements each have a force transfer connection to said first and second webs (the merging of the cross-wise web into the webs of the beam in the one case, and the merging of the column legs into the webs of the beam in the other), and another portion having a force transfer connection through which center plate bowl loads are received.
  • the third internal reinforcement, feature 164 acts as a load carrying, or spreading rib that underlies and reinforces the centerplate bowl, while sharing its load between the top of the arch of feature 162 and the upper region of feature 160.
  • bolster 24 may include brake rod apertures 156 and 158.
  • Apertures 156 and 158 may be of non-standard size.
  • S-392 provides standard dimensioning for brake rod apertures to accommodate a standard brake rod layout, and to accommodate a WABCOPAC or NYCOPAC brake arrangement.
  • This standard S-392 is incorporated herein by reference.
  • the apertures provided for WABCOPAC or NYCOPAC brake arrangements have corner radii that are indicated as having a maximum radius of 2 inches.
  • Standard brake rod openings are indicated as having corner radii of 2 inches.
  • WABCOPAC brake rod openings are shown as having an area of the order of somewhat less than about 25 sq. in., maximum, and standard brake rod openings are shown as
  • one "conventional brake rod opening" identified in AAR standard S-392 has a generally parallelogram like shape being about 4 5 / 8 " wide, about 7
  • apertures 156 and 158 may be rather larger. Apertures 156 and 158 may tend to employ rather larger radii of curvature in one, another, or all
  • Apertures 156 and 158 may tend to have a profile that encompasses both the standard brake rod profile and the WABCOPAC or NYCOPAC profile, such that either type of brake may be installed. Apertures 156 and 158 may tend to be more rounded than the standard and WABCOPAC or NYOPAC brake rod apertures identified in AAR standard S-392.
  • Aperture 156 (158 being substantially identical, but of opposite hand) is formed in a first panel region 204 of sidewall 56.
  • First panel region 204 is bounded by upper flange 72, lower flange member 96, mid span transverse feature 160, and intermediate transverse feature 162.
  • the profile of aperture 156 may be unusually large, and may provide increased space in which to install brake equipment.
  • First panel region 204 may be thought of as being generally
  • first side or edge 210 being substantially horizontal, and adjacent to or associated with the edge of upper flange 72; a second side or edge 212, being substantially vertical, running along, or being associated with the edge of feature 160; a third side or edge 214, being predominantly horizontal, running along or being associated with, lower flange member 96; and a fourth side or edge 216 running along, or being associated with the inclined
  • the profile of aperture 156 may be identified as 220.
  • Profile 220 may have an overall height indicated as his ⁇ , and an overall width indicated as Wise. Height hjs ⁇ may exceed 3/5 of the depth of bolster 24 measured over the top and bottom flanges namely items 72 and 96 (but excluding the height of the center plate bowl rim). In one embodiment, height h] S6 may be in excess of 2/3 of this height.
  • hi 56 may be greater than 10 inches, and may, in one embodiment, be about 10 Vt inches.
  • Width W 156 may be of a magnitude greater than 2/5 of the magnitude of the overall height over the top and bottom flanges (i.e., items 72 and 96), and, in one embodiment, may be about half that height.
  • W] 56 maybe in excess of 6 Vz inches
  • hi another embodiment Wj 5 6 may be in excess of 7 inches
  • hi another embodiment Wise may be about 7 7 / 8 inches (+V 8 , - 1 A inches).
  • the aspect ratio of aperture 156 may be such that the ratio of width Wise to height hi 5 6 is in the range of about 3:5 to about 4:5, and, in one embodiment, it may be greater than about 2/3; and in another it may be about 3:4 (+/- 10%).
  • Profile 220 may have a perimeter arc length, P, and an enclosed area A 156 .
  • a measure of roundness of an aperture can be defined by the ratio of Dh to Dc. For a circular opening, this ratio of Dh/Dc is 100 %.
  • aperture 156 may have a ratio of Dh/Dc that is greater than 95 %.
  • this ratio may be in the range of 97 % or more, and 99 % or less.
  • area A 156 may be compared to the overall area, Ar, of region 204, as measured to the middle fibres of the bounding features 72, 96, 160 and 162.
  • the ratio of Ai56:Ar may be greater than 3/10, in another embodiment it may be greater than 3/8, and in one embodiment may be up to about 7/16 (+/-).
  • A156 in some embodiments may be greater than 45 sq. in., in other embodiments may have an area of greater than 60 sq. in., and in one embodiment may have an area of greater than 65 sq. in.
  • a 156 may be half again as large, or more, than the corresponding WABCOPAC opening on one hand, or the corresponding conventional brake rod opening on the other, defined in S-392.
  • Ai 56 may be as much as, or more than, 80 % larger in area than the corresponding conventional brake rod opening defined in S-392, and may be more than double the area of the corresponding WABCOPAC opening of S-392.
  • Profile 220 may include a number of corner radius regions. Those corner radius regions may include an upper inboard corner radius region 222, (such as may be associated with, or closest to, corner 211); a lower inboard corner radius region, 224, (such as may be associated with, or closest to, corner 213); a lower outboard corner radius region 226, (such as may be associated with or closest to, corner 215); and an upper outboard corner radius region 228, (such as may be associated with, or closest to, corner 217). Profile 220 may also include tangent portions between one or more pairs of two adjacent arcuate corner regions. By way of example, one tangent portion 230 may run between corner radius regions 222 and 224.
  • Tangent portion 230 may be of substantial length, perhaps being as much or more than a quarter as long as the overall height, hi 56 , of aperture 156. Tangent portion 230 may run at an angle with respect to the vertical, and that angle may be such that the lower end of tangent 230 may be closer to item 160 than is the upper end. In one embodiment, tangent portion 230 maybe between 4 and 5 inches in length. Tangent portion 230 may be the longest of any tangent portions of profile 220. Tangent portion 230 may be longer than the shortest radius of curvature of profile 220, but shorter than the largest radius of curvature.
  • Profile 220 may also include a tangent portion 232 between corner radius regions 224 and 226 and another, or other tangent portions between regions 226 and 228; and between regions 228 and 222. There need not be tangent portions between each pair of radiused corner regions.
  • the curved portions of two corner portions may merge into one another at, for example a spline fit or mutually tangent point of slope continuity.
  • the tangent portion between two arcuate portions may be of relatively short length, as for example, when the length of the tangent portion is between zero and about 1 or 1 1 A inches or so.
  • the term "tangent point" is intended to include both true tangent intersections and joining tangent portions of small extent.
  • corner region 224 and corner region 226 may meet or be connected at or near the location indicated as 225, be it a common tangent point, or a joining tangent portion of small extent.
  • corner region 226 and corner region 228 may meet or be connected at or near the location indicated as
  • corner region 227 be it a common tangent point, or a joining tangent of small extent.
  • corner region 228 and corner region 222 may meet or be connected at a common tangent point, or at a joining tangent of small extent.
  • each of the arcuate corner radius regions 222, 224, 226 and 228 has a predominant radius of curvature over a portion, or all, thereof. It is not necessary that these corner radii be formed on circular arcs. They could, for example, be formed on parabolic, elliptic, or hyperbolic arcs, or on a number of circular arcs of differing radii run (i.e., spline fit) into each other.
  • these corner radius regions may be considered to have a dominant radius of curvature, or, where many radii of curvature are employed, or the radius of curvature varies as a function of arc length position, then the mean radius of curvature for the corner radius region.
  • Those radii of curvature may be identified respectively as R 222 , R224, R226 and R 2 28- Employing the dominant radius of curvature of the corner radius region, or the equivalent, or mean, radius of curvature of the section in the event that a parabolic, hyperbolic, or elliptic curve is employed, it may be that the radii of curvature of the corner regions differ.
  • each corner region has a different radius of curvature. It may be that the dominant radius of curvature in the upper outboard corner may be the largest of the radii of curvature, identified as R 22 g. Expressed differently, it may be that the least sharply curved corner region of profile 220 may be the upper outboard region. It may be that the dominant radius of curvature of the upper outboard corner region is greater than half of Dh, and may be greater than half of Dc. In one embodiment, R 22 g may be in the range of 6/5 to
  • the largest dominant corner radii be it R 228 , for example, may lie in the range of greater than 5 inches, and may be in the range of 5 1 A to 6 Vi inches, and in one embodiment may be about 6 inches.
  • R 228 may be larger than the longest tangent portion of profile 220.
  • the most sharply curved region of profile 220 may be in the upper inboard corner region, such that the smallest radius of curvature may be radius R 222 .
  • Radius R 222 may be more than 3/10 of Dh or Dc, and may be less than 2/5 of Dh or Dc.
  • R 22 2 may be more than 5/16 of Dc or Dh, and may be less than 3/8 of D c or D h .
  • the smallest dominant radius, such as may be R 222 may be more than 1/3 and ofless than 3/5 of the largest dominant radius, such as R 22 s, for example, and in one embodiment may be more than 3/8 and may be less than half of the largest dominant corner radius.
  • R 222 may be less than 3 1 A inches, and in another embodiment it may be less than 3 inches. In still another embodiment it may be about 2 3 ⁇ inches. Any, or each of these radii, or all of them, may be larger than the 2" radius indicated in AAR S-392 for either the standard or WABCOPAC opening, and may be larger than 2 1 A inches.
  • R 224 may be larger than R 222 , and smaller then R 22 g.
  • R 224 may be between 3 and 4 inches, and, in one embodiment may be about 3 1 A inches.
  • R 224 and R 226 may be of roughly comparable size.
  • R 226 maybe somewhat larger than R 224 , maybe in the range of 3
  • Vz to 4 1 A inches may be about 3 % inches (+/- 1 A inch).
  • the angular arcs of the respective corner portions need not necessarily be equal, and need not necessarily be 90 degrees.
  • corner portion 222 may extend over an arc in excess of 90 degrees.
  • Corner portion 228 may extend over an arc of greater than 90 degrees.
  • Corner portion 226 may extend over an arc of less than 90 degrees.
  • the overall shape of profile 220 may be generally D-shaped, or kidney shaped. One side may include a straight edge of substantial extent, while the other side may have a predominantly bulging shape.
  • Profile 220 may have an apex. That apex may be identified as 231.
  • Profile 220 may also have a centroid, identified as C D - Apex 231 may lie closer to the central vertical mid-span plane than the centroid.
  • apex 231 may be displaced laterally from tangent portion 230 a distance that is less than half the overall width of profile 220, and, in one embodiment, less than 3/8 of the width of profile 220, where the lateral displacement is measured perpendicular to tangent 230.
  • sidewalls 56 and 58 may be substantially free of openings interrupting the web in the intermediate region 64 between reinforcement item 162 and a station lying abreast of the inboard edge of the side bearing seat 78 inboard of the end region 66. That is, particularly given the presence of a tool socket (i.e., relief 140) immediately abreast of, and adjacent to the bores 86, 88 of side bearing seat 78, sidewalls 56 and 58 may not require large intermediate openings, such as may be in the nature of access or lightening holes or penetrations, such as might otherwise permit a person to reach a hand or arm inside bolster 24 to install the nuts of the side bearing fittings.
  • a tool socket i.e., relief 140
  • sidewall portions 56 and 58 maynot necessarily stand in a vertical plane in the region of item 160. Rather, they may be inclined outwardly at an angle, designated in the illustrations as angle ⁇ , being wider apart at the top than at the bottom.
  • angle ⁇ an angle
  • % of that diameter may be in the range of 87 to 92 % of that value.
  • the width at that intersection, identified as W 242 may, in one embodiment be more than 7/8 of the center plate bowl inside diameter, and, in one embodiment may be more than 90 % of the center plate bowl inside diameter.
  • W 242 may, in one embodiment be more than 7/8 of the center plate bowl inside diameter, and, in one embodiment may be more than 90 % of the center plate bowl inside diameter.
  • ⁇ from the vertical of the point of tangency 244 of the radius on the underside of the center plate bowl on the mid-span section, as seen in Figure 3f for example. In a conventional truck bolster, this angle may be roughly 90 degrees.
  • This angle may be less than 75 degrees, and in one embodiment my be about 60 to 70 degrees, and may yield a distinctly less sharp transition from the center plate bowl to the web at that location. It may be that while upper flange 72 is widening from the juncture with center plate bowl 74, bottom flange 96 may be narrowing from the mid-span centerline to a location generally abreast of the inboard gibs 112.
  • truck bolster 24 is substantially free of longitudinally running vertical webs such as might other wise extend between, and connect, bottom flange 72 and top flange 74 in either the deep bay of sub cavities 200 under centerplate bowl 74, or in the next adjacent bay of sub-cavity 202 between feature 162 and the inboard gib or side bearing location. That is, in these locations, rather than having internal, longitudinally running full height shear web panels, truck bolster 24 may tend to have comparatively large open cavities, namely 200 and 202.
  • Bolster 24 may be free of such vertical webs running along the long centerline, and may also be free of pairs of such vertical webs, spaced symmetrically to either side of the long centerline.
  • truck bolster 24 may have a sub-cavity 250. That is, between the stations of the inboard and outboard gibs 112 and 114, or, alternatively put, outboard of the station of inboard gibs 112, truck bolster 24 may have a lengthwise continuous cavity namely sub-cavity 250.
  • That cavity when viewed in the sectional plan view of Figure 2c, for example, may run behind the bolster pockets, and may have a generally hour-glass shape, such that each of the sidewalls is spaced a first distance ⁇ i from the truck bolster centerline generally abreast of the inboard gib 112, a second distance ⁇ 2 at the outboard end adjacent the outboard gib 114, and a third distance 8 3 at an intermediate location between the inboard and outboard gibs, that third distance ⁇ 3 being less than either the first distance ⁇ i or the second distance ⁇ 2 .
  • ⁇ i and ⁇ 2 may be the same, or substantially the same.
  • the location of the minimum distance, ⁇ 2 may be mid way between the inboard and outboard gibs 112 and 114, and may be between the inboard and outboard bolster pockets 120 and 122.
  • the location of the minimum distance may lie over the center of the upper spring seat pattern, that location being exactly mid way between the inboard and outboard bolster pockets 120 and 122.
  • the sub-cavity 250 in plan view, is free from sharp changes in section width, and is free of small radii of curvature.
  • passage 146 connects sub-cavity 250 with the adjacent sub-cavities 200 and 202 in the central bay between feature 160 and feature 162, and in the next adjacent bay between feature 162 and the location of the inboard gib 112. To the extent that these bays are in continuous fluid communication, and to the extend that feature 160 has a through aperture, such
  • Some known truck bolsters such as the Barber S2-HD, may have a profile generally
  • the bottom flange transition A24 from the bottom flange end portion A22 of bolster A20 to the inclined portion A26 of the tapering intermediate portion A 28 of bolster A20 includes a relatively small radius first curve, A30, whose center of curvature lies below the bottom flange, and then a second curve A32, having a center of curvature lying above the bottom flange.
  • A30 whose center of curvature lies below the bottom flange
  • a second curve A32 having a center of curvature lying above the bottom flange.
  • truck bolster 24 may have a relatively smooth, large radius transition at the junction of the tapered region 64 or portion of bolster 24 to the end region 66 or portion. This may be expressed in a number of ways. First, the sloped portion 254 of lower flange 96 may lie
  • tangent plane 256 lying at an inclined angle ⁇ 256 relative to the horizontal.
  • the generally downwardly facing surface 258 of sloped portion 254 of bottom flange 96 is substantially planar, in whole or in part, that plane extending perpendicular to long axis 25 of truck bolster 24 on the incline of angle ⁇ 2 s 6 -
  • arcuate portion 260 is tangent at its ends to the substantially horizontal central bottom flange portion 262 (at location 261), and to sloped portion 254 (at location 267)respectively. It may be that over this arcuate portion 260, both the first and second derivatives (i.e., dz/dx, and d z/dx ) of the curve are positive.
  • arcuate portion 264 may be formed on a radius of 5 curvature identified as R.26 4 , having a center of curvature lying below plane 256.
  • arcuate portion 264 is tangent at its respective inboard and outboard ends to sloped portion 254 and end portion 266 of bottom flange 96. It may be that over this arcuate portion 264, the first derivative, dz/dx, is decreasingly positive, and the second derivative, d 2 z/dx 2 , is negative.
  • the transition from the sloped portion to the end portion maybe free of the third radius of curvature, or, expressed differently, maybe free of any portion for which the second derivative, d 2 z/dx 2 is positive.
  • bolster 24 may be such that the profile of the bottom flange outboard of planar sloped portion 254 (i.e., outboard of the end point of the tangent section, indicated at 268), does not include any portion
  • radius R. 264 may be greater than 4 inches. In another embodiment, R 264 may be greater than 6 inches, hi another embodiment R 2 ⁇ 4 may be in the range of 6 to 15 inches. In another embodiment, R 264 may be in the range of 8 to 12 inches. In another embodiment, R 264 may be about 9 1 A inches (+/- 1 inch). Expressed yet differently again, that radius, R 264 , may be greater than 4 inches, and may be greater in magnitude than half of the main radius of curvature
  • R 264 : R 26 0 may lie in the range of 1 :3 to 6:5, and may in one embodiment be in the range of 1 :2 to 9:10. In one embodiment R 2 6o may be about 12 inches (+/- 20 %). In one embodiment R 264 may be about 9 1 A inches (+/-20 %). Expressed yet differently again, in one embodiment, all of the spring seat retainers 105 may lie below the inclined plane 256, or more simply, the entire
  • upper spring seat 107 may lie below plane 256. It may also be that in one embodiment, the slope of the incline, namely angle ⁇ 25 6 may be greater than 20 degrees from the horizontal, hi another embodiment ⁇ 2 s6 may be greater than 23 degrees. In another embodiment, ⁇ 256 may be about 27 degrees (+/- 2 degrees).
  • tangential, sloped portion 254 of the bottom flange 96 may be very short, or, may be of zero length. That is, the arcuate portions 260 and 264 may be formed to meet at a common point of inflection (i.e., the distance between points 267 and 268 decreases to zero).
  • plane 256 may be defined as being the plane that is normal to the second derivative, d 2 z/dx 2 , of either arcuate portion at the point of inflection, those second derivatives being defined as collinear at the point of inflection.
  • bolster 24 may be used in trucks of various sizes and capacities, it may be that it may be employed in a truck of an AAR rated capacity of at least 70 Tons. Alternatively, it may be employed in trucks of at least 100 Tons rating. In the further alternative, it may be used in trucks having an AAR rating of either 110 Tons or 125 Tons. Expressed somewhat differently, bolster 24 may be rated to carry a central vertical load of at least 115,000 lbs. In another embodiment, bolster 24 may be rated to carry a vertical load of at least 130,000 lbs. In still another embodiment, bolster 24 may be rated to carry a load of at least 145,000 lbs.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

La traverse danseuse d'un wagon peut être formée en tant que moulage d'acier. Cette traverse peut comporter des douilles latérales d'accès de fixation de palier situées à la hauteur des sièges latéraux de palier. Elle peut également comporter des cavités internes sensiblement continues sur l'un quelconque côté d'une plaque de toile verticale interne transversale montée sous le rouleau de la plaque centrale. La traverse danseuse peut avoir de grandes ouvertures de tige de frein qui ont de grands rayons d'inclinaison et qui peuvent être bornées de façon interne par un renforcement de résistance au cisaillement sur le plan vertical de la ligne centrale de la moitié de portée de la traverse, et un autre renforcement de résistance au cisaillement espacé latéralement vers l'extérieur du plan vertical de la moitié de portée. Les toiles de la traverse peuvent être sensiblement imperforées vers l'extérieur des ouvertures de la tige de frein. Les ouvertures de la tige de frein peuvent avoir un profil assez grand pour contenir n'importe quelle tige de frein traditionnelle ou de la marque Wabco. Les parties d'extrémité de la traverse danseuse peuvent comporter des poches de traverse qui ont à la fois des premiers et des deuxièmes angles de coin.
PCT/CA2006/002096 2006-12-15 2006-12-15 Traverse danseuse WO2008070953A1 (fr)

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WO2011140806A1 (fr) * 2010-05-14 2011-11-17 南车长江车辆有限公司 Bogie ferroviaire du type à palier portant un palier latéral complet
EP2537729A1 (fr) * 2010-02-15 2012-12-26 Nippon Sharyo Ltd. Châssis de bogie pour véhicule ferroviaire
US20130047882A1 (en) * 2010-04-27 2013-02-28 Csr Yangtze Co., Ltd. Railroad car wheel truck
WO2013130607A1 (fr) * 2012-02-29 2013-09-06 Electro-Motive Diesel, Inc. Châssis pour un chariot ferroviaire
WO2016045864A1 (fr) * 2014-09-22 2016-03-31 Siemens Ag Österreich Cadre de train avec cuvette de ressort
WO2018112206A1 (fr) * 2016-12-14 2018-06-21 Nevis Industries Llc Support pour chariot sur rails et son procédé de fabrication
DE102017111190A1 (de) 2017-05-23 2018-11-29 Voith Patent Gmbh Drehgestell für Schienenfahrzeug
RU186657U1 (ru) * 2018-10-30 2019-01-28 Акционерное общество "Научно-производственная корпорация "Уралвагонзавод" имени Ф.Э. Дзержинского" Надрессорная балка грузового железнодорожного вагона
WO2019125821A1 (fr) * 2017-12-18 2019-06-27 Standard Car Truck Company Traverse danseuse de wagon de chemin de fer
WO2019226412A1 (fr) * 2018-05-24 2019-11-28 Standard Car Truck Company Cadre latéral de bogie de wagon de chemin de fer
CN112135763A (zh) * 2017-11-17 2020-12-25 全国钢车有限公司 铁路车辆转向架摇枕
RU203982U1 (ru) * 2020-12-23 2021-04-29 Акционерное общество «Научно-производственная корпорация «Уралвагонзавод» имени Ф.Э. Дзержинского» Надрессорная балка тележки железнодорожного грузового вагона
US11155280B2 (en) 2017-12-14 2021-10-26 Rail 1520 Ip Llc Freight car truck bolster
CN113609438A (zh) * 2021-08-25 2021-11-05 中南大学 铁路落下孔车过曲线的货物安全装载尺寸计算方法及系统
RU211820U1 (ru) * 2022-04-21 2022-06-23 Акционерное общество "Рузаевский завод химического машиностроения" (АО "Рузхиммаш") Надрессорная балка тележки грузового вагона
CN117184162A (zh) * 2023-09-08 2023-12-08 中车眉山车辆有限公司 一种铁路车辆轮对径向装置及其转向架

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CA316518A (fr) * 1931-10-27 W. Sherman Clifton Traverse de bogie de vagon
CA862467A (en) * 1971-02-02 E. Tack Carl Truck bolster for railway vehicle
US4196672A (en) * 1977-02-07 1980-04-08 Standard Car Truck Company Reinforced bolster
US4311098A (en) * 1980-02-19 1982-01-19 E. I. Dupont De Nemours And Company Railway car truck bolster

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EP2537729A1 (fr) * 2010-02-15 2012-12-26 Nippon Sharyo Ltd. Châssis de bogie pour véhicule ferroviaire
EP2537729A4 (fr) * 2010-02-15 2013-08-21 Nippon Sharyo Ltd Châssis de bogie pour véhicule ferroviaire
US8720346B2 (en) 2010-02-15 2014-05-13 Nippon Sharyo, Ltd. Bogie frame for railroad vehicle
US20130047882A1 (en) * 2010-04-27 2013-02-28 Csr Yangtze Co., Ltd. Railroad car wheel truck
US8689701B2 (en) * 2010-04-27 2014-04-08 Csr Yangtze Co., Ltd. Railroad car wheel truck
WO2011140806A1 (fr) * 2010-05-14 2011-11-17 南车长江车辆有限公司 Bogie ferroviaire du type à palier portant un palier latéral complet
US20130055922A1 (en) * 2010-05-14 2013-03-07 Csr Yangtze Co., Ltd. Railroad car wheel truck
AU2010353130B2 (en) * 2010-05-14 2014-02-13 Csr Yangtze Co., Ltd. Full side bearing bearing-type railway truck bogie
US8683927B2 (en) * 2010-05-14 2014-04-01 Csr Yangtze Co., Ltd. Railroad car wheel truck
WO2013130607A1 (fr) * 2012-02-29 2013-09-06 Electro-Motive Diesel, Inc. Châssis pour un chariot ferroviaire
US8844447B2 (en) 2012-02-29 2014-09-30 Electro-Motive Diesel, Inc. Frame for railway truck
CN104136300A (zh) * 2012-02-29 2014-11-05 易安迪机车公司 用于铁路转向架的框架
CN107107924B (zh) * 2014-09-22 2020-05-19 西门子交通奥地利有限责任公司 具有弹簧罩的底盘框架
CN107107924A (zh) * 2014-09-22 2017-08-29 奥地利西门子公司 具有弹簧罩的底盘框架
US10457298B2 (en) 2014-09-22 2019-10-29 Siemens Mobility GmbH Chassis frame with spring cup
WO2016045864A1 (fr) * 2014-09-22 2016-03-31 Siemens Ag Österreich Cadre de train avec cuvette de ressort
US10507849B2 (en) 2016-12-14 2019-12-17 Nevis Industries Llc Bolster for a railway truck and method for manufacturing same
WO2018112206A1 (fr) * 2016-12-14 2018-06-21 Nevis Industries Llc Support pour chariot sur rails et son procédé de fabrication
DE102017111190A1 (de) 2017-05-23 2018-11-29 Voith Patent Gmbh Drehgestell für Schienenfahrzeug
CN112135763A (zh) * 2017-11-17 2020-12-25 全国钢车有限公司 铁路车辆转向架摇枕
US11155280B2 (en) 2017-12-14 2021-10-26 Rail 1520 Ip Llc Freight car truck bolster
WO2019125821A1 (fr) * 2017-12-18 2019-06-27 Standard Car Truck Company Traverse danseuse de wagon de chemin de fer
US10913469B2 (en) 2017-12-18 2021-02-09 Standard Car Truck Company Railroad car truck bolster
WO2019226412A1 (fr) * 2018-05-24 2019-11-28 Standard Car Truck Company Cadre latéral de bogie de wagon de chemin de fer
US11479276B2 (en) 2018-05-24 2022-10-25 Transportation Ip Holdings, Llc Railroad car truck side frame
RU186657U1 (ru) * 2018-10-30 2019-01-28 Акционерное общество "Научно-производственная корпорация "Уралвагонзавод" имени Ф.Э. Дзержинского" Надрессорная балка грузового железнодорожного вагона
RU203982U1 (ru) * 2020-12-23 2021-04-29 Акционерное общество «Научно-производственная корпорация «Уралвагонзавод» имени Ф.Э. Дзержинского» Надрессорная балка тележки железнодорожного грузового вагона
CN113609438A (zh) * 2021-08-25 2021-11-05 中南大学 铁路落下孔车过曲线的货物安全装载尺寸计算方法及系统
RU211820U1 (ru) * 2022-04-21 2022-06-23 Акционерное общество "Рузаевский завод химического машиностроения" (АО "Рузхиммаш") Надрессорная балка тележки грузового вагона
CN117184162A (zh) * 2023-09-08 2023-12-08 中车眉山车辆有限公司 一种铁路车辆轮对径向装置及其转向架

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