Railway truck

Abstract

Claims

March 15, 1960 W. H. MEYER RAILWAY TRUCK 6 Sheets-Sheet 1 Filed June 24, 1953 QQ mm 00 M mm MQ W [W TOR. BY A TTORNE Y W. H. MEYER RAILWAY TRUCK March 15, 1960 6 Sheets-Sheet 2 Filed June 24, 1953 IN V EN TOR. TTOQRNEY March 15, 1960 w. H. MEYER RAILWAY TRUCK 6 She ets-Sheet 3 Filed June 24, 1953 V ATTORNEY W. H. MEYER RAILWAY TRUCK March 15, 1960 6 Sheets-Sheet 4 Filed June 24. 1953 I I]? TOR. TTORNEY W. H. MEYER RAILWAY TRUCK March 15, 1960 6 Sheets-Sheet 5 Filed June 24. 1953 JQVEN TOR. A TTORNIEY W. H. MEYER RAILWAY TRUCK March 15, 1960 6 Sheets-Sheet 6 Filed June 24. 1953 United States PatentO RAILWAY TRUCK William H. Meyer, St. Louis, Mo., assignor to General Steel Castings Corporation, Granite City, IIL, a corporation of Delaware Application June 24, 1953, Serial No. 363,782 '10. Claims. (Cl. IDS- 192) The. invention relates to railway vehicle trucks and more particularly to. the support of the load-carrying structure of the truck onthe truck Wheel and. axle assemblies. To provide better service, passenger carrying railway trains particularly arev being run at increasingly higher speeds than heretofore. The track conditions and the passenger carrying capacities of the cars have remained substantially the same, but to avoid use of larger and more powerful locomotives for the higher speeds, the weights of passenger. carrying cars have been substantially reduced. Reduction in the weights of cars, and, higher speeds create new problems in truck design which must be solved in order to obtain good and safe riding conditions. These new. problems in truck design involve safety, weight; simplicity, spring systems, brakes, lateral stability, cushioning of lateral shocks, prevention offtruc'k gallop, prevention of truck shimmy, and wear of the parts. The main obje'ctof the invention is to provide a simple, safe, light weight, and easy riding. four wheel railway passenger truck, having, a, spring system which will cushion lateral shocks and prevent or reduce. their transmission to the car body and which will provide'lateral stability. Another object of the invention is to provide a truck having a minimum number of parts so that it' weighs substantially less than trucks generally used and so that the construction is' simplified; This object is partly attained by avoiding use of a spring-supported truck frame on equalizers as-no'w generally embodied intruclts for railway passenger cars. This eliminates thernain truck part frequently causing: galloping action of the. truck due to the vertical oscillation of its supporting springs, which results in longitudinal shocks to the car body. A further object. of the inventionis to provide a. truck substantially free of truck shimmy and truck gallop and which will cushion lateral shocks and provide a great amount of lateral stability; all of which will produce easy riding. This is"accomplished by providin'ga frictional central bearingon the truck bolster to prevent truck shimmy; by eliminating the usual truck frame and its spring support between the axles, which spring positions ice Another object of the invention is, to provide a truck having a disc brake which isjpartlysupported on the journal boxes and partly on a. spring borne member of the truck. This. is accomplished by either supporting the central portion of the brake on the. spring supported bolster or on an inward extension of a side member which is spring-supported from the; journal boxes, Another object of the invention is to provide a truck having a disc brake in which the brake shoes and. brake cylinder portions are supported partly by the equalizers or side frame members of the truck and partly by the spring-supported bolster. Another object of the invention is to provide a. truck of simple light-weight design with all framing structure spring borne including the equalizers or truck side members. Another object of the invention is to provide atruck in which the truck side members also act. as, equalizers and opposing side members have inward extensions 'int'efmediate their ends pivotally connected to each, other so as to hold them against relative movement longitudinally of the truck while providing for their relative tilting action in vertical longitudinal planes so as to accommodate vertical movements of the end portions of the equaliz rs or side members due to track irregularities. Another object of the invention is to provide, a truck having only three main framing parts comprising two side members and a bolster spring-supported on the, side members intermediate the ends of the latter and, with the spring's so arranged and located on the side members to provide lateral stability against car body over-turning forces. This is accomplished, by providing brackets extending outwardly of the side members for mounting the springs which support the ends of the bolster and by providing inwardly'extending brackets on. the intermediate portions of opposing side members with their inner ends pivotally connected to prevent relative move ent of the side members longitudinally of the truck while permitting relative tilting action of the side members may resultin objectionable tilting action in a vertical longitudinal plane, termed galloping; and by supporting the bolsteron springs mounted directly on the interme diate portions of equalizers, the bolster s rin s being adapted to distort under lateral shocks to cushion sueh shocks" and bein located outwardlyof the equal as to provide lateral stability against car body overturnin forces. I V A still. further object of the invention, is to provide a of application of'brake reaction forces and being tecated a considerabre'distance inwardly from the respective truck having disc type brakes for each wheel, and axle in vertical longitudinal planes. Another object of the invention is to provide a having only three main framing parts comprising two side members and a bolster, opposing side members having inwardly extending spring supporting brackets pivotally connected to each other attheir inner ends. and also having outwardly extending spring-supporting braclrets with bolster supporting springs mounted on all of said brackets, whereby a great amount of lateral stability is obtained and the connecting portions of the inner ends of the inward extension of the side members are substantially relieved of bending moments'and, whereby the bolster is also relieved of a large proportion of the bending moments otherwise applied at its central portion and consequently is made lighter than would be the case if no springs were provided on the inward extensions. of the side member; Other objects. will be apparent to. those skilled in, the art from the following description and the accompanying drawings, in which: 7 Figure 1 is a top view of a truck embodying one form of the invention with portions in section'taken on mes 1-4 of Figure 2 and 1a-1a of Figure 3. Figure 2 is a longitudinal vertical. section taken on tlie line 22 of Figure l. Figure 3 is 'inpart aside view and in part a section taken on line 3-3 of Figure 1. Figure '4 is a transverse vertical section taken on line 4.-4 of Figure 1. c Figure 5 is in part an end view and in part a sectional elevation taken on line 5-5 of Figure 1. I ' Figure 6 is a sectional view showing a modified form of thebrake frame support. a f Figure 7 is a top view of the brake frame support shown in Figure 6. Figure 8 is a top view of a truck embodying another form of the invention with portions in section taken on line 8- -8 of Figure 9 and with the bolster from the lower half of the figure. V Figure 9 is a transverse vertical section taken on the line 9-9 of Figure; 8. vertical omitted masses Vertically disposed telescoping snubbing devices za are provided between extensions 14 and the ends of bolster Figure 10 is in part a side view and in part a vertical 1 section taken on the line 1010 of Figure 8. ' iFigure 1 1'is a top view of the middle and one end of I" a truck embodying another form of the invention with the bolster broken'away near the middle of the truck to better illustrate the structure beneath the bolster. Figure 12 is a detail vertical section taken on the line 12 12 of Figure ll. The four wheel truck shown in Figures 1-5 includes wheels' 1; axles 2, journal boxes 3 of the wing'type including longitudinal extensions'on opposite sides form'- ing spring seats 4. Double coil spring units 5 are mounted on spring seatsj4 and support equalizers or side members 6 extending between corresponding boxes at the sides of ,thefltruck. V V Each side member is provided'with a pair of pedestal jaws 8 slidably receiving a journal box 3 between them and the boxes have flanges 10 at the sides of the'p'edestal jaws. Opposing upright faces of jaws and boxes slide on each other vertically but hold these parts against relative movement longitudinally and transversely of the truck. Pedestal jaws 8 are provided with spring cap portions 12 resting on springs 5. Between its pedestal spring cap portions 12each side member is substantially of box section and includes outwardly extending spring support I brackets .14 at its center portion for springs spaced apart longitudinally of the truck. Spring seats 17 and shims V j 18 are mounted on brackets- The intermediate portion of the left hand side member 6 is provided with an inward extension (Figure 4) V and the intermediate portion of the right hand side memtheir 6 is provided with an inward extension 16. Extenfsions 15 and 16 also form spring supports 15a, 16a near -the center of the truck. Spring seats and shims 20 are mounted on extensions 15 and 16. Supports 14 and extensions 15 and 16 are provided with circular openings tofreceive downward projections 23 and 24 on spring seats 17,.19, respectively. The downward projections 23 and 24 are adapted for engagement by jacks for raising the spring seat's for the insertion or removal of shims under the spring seats. Double coil springs 25 are mounte'd'on spring seats 17 and double coil springs 26 are mounted on spring seats 19." r A truck bolster 27 is supported on all of the spring 'units'25 and 2 6. The four outer spring units '25supportapproximately sixty-five percent of the bolster load While the two spring units 26 support approximately thirty-five percent of the bolster load. The proportion of the bolster load that the two groups of spring units sup port will depend upon the distance that their points of support are located inwardly and outwardly from the longitudinal center .line of thesupports of side members T 6 on the journalgboxes. This, may be varied as desired; 0 27 to control or snub the bolster support springs. If desired,'other types of snubbihg devices, such as hydraulic shock absorbers, may be used to snub the bolster springs. If desired, snubbers may also be used to snub the spring units 5 on the journal boxes. Mounted on the center portion of the bolster is a central bearing indicated generally at B (Figure 4) and disclosedin Patent No. 2,655,117. This central bearing includes a lower member 30 having a central cylindrical recess 31 and a horizontal annular bearing'32 extending radially outwardlyor recess 31.. Mounted on the annular bearing .32 is a ring-like disk 33, having a higher coeflicient of friction than the bolstermetal, and mounted on frictional member 33 is an upper member 34 including a downwardly projecting cylindrical member 35 projecting into recess 31 of lower member 30. The upper member '34 also includes an annular member 36 extending radi- "ally outwardly of central cylindrical member 35 and "engaging the upper surface of frictional member 33. .Up ' the body bolster andlbody underframe are held in parallel relation at all times during the normal operation of the car but the bolster is provided with stops 39 and the car :body with stops 40 spaced apartlduring normal operation of 'thetruclt and only contacting should there be derailapplicd to the car body. 'ment of the truck or any other unusual overturning forces The central bearing 13 also of such diameter that the area of the frictional element offers sufiicient resistance t'o'swivel action to prevent shimmy of the truck. At the same time, itjwillallowthe car to negotiate curves. with four danger of derailment. This. central bearing arrange merit isv such that the body load during normal operation is always transmitted through it and therefore the resist ance to swivel action remains constant. This differs from the ordinary relatively smalldiameter center bearing on which the vehicle body tilts transversely so that some of the load during normal operation is transferred to the side bearings. .lf Theinner end of side memberjextension 15 is provided with'avertically extending slot 41 (Figure'4)formed' j by spaced lugs 42. A connectorihas a rectangular por- "tion 44 inserted in slot 41 and pivotally secured to lugs I 42by a horizontal pin 45 having a cotter 46. The inner end of side member extension 16 is provided with a eylindrical opening 47' to receive a cylindrical portion 48 on the other end of the connector. Connector 44, 48 prevents the side members 6 from'moving longitudinally relative to each other so as tot'prevent unsquaring of the truck, but permits relative tilting of the side members in vertical longitudinal planes. This accommodates relative vertical movements of the ends of side members 6 when the wheels move upwardly and downwardly due to track irregularities. Pins45 also permits slight rotation of the sidernembers- 6 about their longitudinally extending axes when i there is. relative tilting of the side members in vertical longitudinal planes or when there is a slight difference in deflection between the inner andonter bolster. p in im ts Connector44, 48 base face 50 which engages the ad- 'jaeent end of extension 16, and this, together with the pivotal connection of .the rectangular portion 44 by pin F15; with the slotted portion of extension15, preventsinstability to resist the lateral overturning forces-of thecar body and at the same time provide greater vertical flexi- 5 bility and consequently softer riding givard movement jof rnember s 6 except where they would move inwardly due to a slight pivotingabout pin 45.. g a Transversely extending ,tie bars 51 areconnected to the assesses through spaced "lugs 55 at thtwe'nds 'of tl'ie' side members and through the end 1 portions of the transverse ties- 51'3 This" prevents relative angular movement of side" members 6 in a horizontal'plane' due to play between connector 43," pin 45; and the end portions'of extensions 1'5. and 16 and also due 'to any play between the flanges tryto the =journal bo'x on. the other end. This'structure comprises a transversely extending 'tubularframe memher 61: andan: arm 62 at each end of member 61: The arms -62'have. vertically spaced portions63, 64- (Figures 2, 3") with rubberbe'arin'gs 65 engaging vertically spaced flanges 69' onthe journal box inner closure plates 72 (Figure and absorbingvibrationsresulting'from shocks transmitted from the: rails to the wheelsandthen to the journal boxes. The interengaging surfacesof'bearings' 65' andbox flan es 69 are circular and of the same-"radius about the journal axis. Thisper mits pivotal action of the brake support structure about'the journal axi's an'd provides for movement of thebrake' mechanism vertically with the brake discs 57' and when the wheels move vertically due to trackirregul'arties: It also keeps-faces of brake shoes 66 parallel'with theside faces of brake discs 57'at all times. The brake mechanism support structure 6 1 and 62 is'held in transverse position in the truck partly by brackets '71 on journal *boxdnnerclosure plates 72; Brackets 7 1 engage theinner surfaces oftheadjacentarms-52.. The brake mechanismcomprising air cylinders 58; levers-59, and shoes eil are mountedon the support member 51 by brackets 73 as indicated in Figure" 2-. Brackets 73 may be secured to member 61 by weldin g or otherwise. i V The brake mechanism support structure 61, 62 is also supported along'the longitudinal center-line of'th'etruckby the truck bolster 27 as indicated at K (Figure 2). Thebolster is provided with a bracket 74, and the transversebrake support member liis provided with a bracket 75 secured to it. Both brackets 74 and-75 are connected by an elongated anchor comprising an' inner rod 76," tubular spacer 77 with circular flanges: 78', rubber pads'79 between flanges 78 and the adjacent brackets oiithe boister and support. structure, rubber-'pads'80'on the other sides of' brackets 74, and Washers orcollars" 81 engaging the outer faces-of pads Bill The end portions of thoinner rods 76 are threaded and provided'with nuts attheir ends'to hold the parts together and at-the same time place the rubber pads 79; 80' in compression. The rubber pads 79, 80 form a cushioned connection between the brake support and' the bolster and at'the sametime permit slight angular movement in a verticallongitudinal plane between the brake support structure and the bolster when there is vertical movement of the wheel and axle assemblies relative to the bolster. The rubber pads also accommodate slight tilting action of the transverse member-61 relative to the bolster in a transverse vertical plane.- Each side member 6 is provided" with anupwardly extending bracket 93 (Figure 3') spaced from one side of bolster 27', and the bolster is provided with an outwardly and horizontally extendingbracketMon the side'remote from bracket Each bracket 94 is in longitudinal alignment with a bracket 93; A separate bracket 95 is secured" by bolts 92 to the underside of each bolster bracket 94 and fits between depending shear lugs 96 and 97011 bracket 94 to relieve the bracket securing bolts 92 of shearing forces; Elongated anchors D extending longitudinally of the truck are connected zit-their end portions 't'o' corresponding pairs oi'brack'ets 93 and-95 to hold the bolster andside members in spaced relation with each other longitudinallycrane t while permi'trmgrsoms relative vertical and tra'n'sverse' movement 'between"them; Each anchor D comprises an'inner -rod" 98, a tub'ula'r spacer 99' with flanges 100 at its ends; inner'rub'ber' discs 101 between flanges 100 and brackets' 93 and'95, rubberpads 102 on the outer sidesof brackets 93', 95', and washers-or collars 103 on the-outer sides of Jpads 10,2. Inner rod- 98 is threaded at-xits'end-portionsand'is provided with nuts 104. for-clamping the" anchor to the brackets. V 93, 95 and placing. the rubber pads 10'1.a'nd'102 under some compression for the anchor 'to' be similar to a rigid 7 connection between thefiparts. Locknuts.105 are also provided on the-ends ofthe inner-rod':.98-; to prevent looseningof nuts'104; Anchors D are,located"inxlongitudinal alignment :with 7 the axle journal centers" transversely of the-trucksandinwardly of the outer spring units 25, 26;. This 'also places them in the same;vertical ip1ane asthe longitudinal centers of; side members ,6, and zthe longitudinal forces acting. bee I tween the side members and the'bolster-donotsubject the side. members to longitudinal;eccentric'forces as in pres vious arrangements irizWhich. anchors :areco'nnected to the side members or equalizers-'atpoints spaced outwardly of the longitudinalcenter lines} of the side members. Brackets93, 95 on the side, members-andbolster, res spectively, are located about the same distance, from,;buton opposite sides, of the transverse center line-of. the truclc. By positioning the anchors symmetrically of the trans: verse center line of, the truck, they may bemade longer than ifitheywere asymmetrically of that centerxline and connected to the frame side memberandto the bolster end'portion inthe usual-manner and withoutinterference with'other truck partso'r-standard clearance limits. Ac: cordingly. the vertically angular tilt of the anchor and the-corresponding reduction in the horizontal distance between its ends'is lessthan' itwould beifthe anchor wereshort enoughto be connected atoneend to the bolster near. the transverse; center line and to the; frame side "member at a suitable point spaced from,,th'epbolster; When such longitudinal movements occur between the bolster and side members, they sometimes transmit shocks or vibrationsrrom the truck'bolster to the canbody; and it-isan objectofthis invention tominimize or eliminate the transmissionof such shocksor vibrations. By locatinganchors Dinthe same vertical plane as theplane of the journal centers; brackets 93, 95 can be'redu'ced" in sizeas compared to outwardly. extending bracketsofpreviousdesigns with the anchors located outs wardlyofthes-ide members. This providesfor minimum weight of the side member. Brackets: 95. are made separable from the bolster to facilitate assembling and disassembling anchors D. With separate brackets the innerjrods. 98 can be applied and removed without providing space at their ends for apply members and bolster dueto lateral flexibility: of: the bolster supporting springs.- During, normal operation of the truck, llhfiSS'SiOPS will not come in contactwith each other, but they provideaisafety means against excessive lateral movements which may occur if thetruckisderailed: or if any other unusual condition produces ex: ' cessive lateral movements. Stops 108 are also provided on each; side memb erfi aeaejaos V p ber' 61 previously described) on a bolster 111 (corresponding to bolster.27 previously described). Frame member 110 is provided with upright bracket elements 112, mounting atubular element 114. Bolster 111 has upright bracket elements 115 mounting a semi-cylindrical housing 116, provided with a half-ring rubber element 117 receiving tubular element 114. A complementaryIsemi-cylindrical housing 118 provided with a halfring rubber element 119 isclamped' about tube 114' and to housing 116 by bolts 120. This arrangement, due to distortion of rubber elements 117 and 119 in shear, permits tilting action of the brake parts relative to the bolster in a vertical plane longitudinally of the truck and also, due to distortion of rubber members 117 and 119 in shearand compression, a slight amount of tilting in a transverse vertical plane. Rubber members 117 and 119 also cushion shocks which otherwise would be transmitted to the bolster and then to the car body. Figures 8, 9 and 10 show another form of the invention including wheels 121 and axles 122 as in the first arrangement, but the side members 124 are mounted directly on the journal boxes 123 as indicated in Figure 10. During normal operation of the truck there is no relative vertical movement of the journal boxes and side members. Renewable wear plates 125 and 126 are provided on the side members and journal boxes, respectively. Journal boxes 123 are of the anti-friction type and may be mounted on the axle journals in any well known manner which will prevent relative axial movement of the boxes and axles. A pin 127 extends through each 'side member end portion, through the renewable plate 125, and partly into a hole in'the renewable plate 126 which is secured to the top of the journal boxby V a y well known means, such as welding, riveting, etc. The journal box andthe anti-friction bearing parts; are mounted on the axle journals to prevent axial movement of box and axle. -Pins 127 form close fitting connections between the wheel and axle assemblies and side members 124 with substantially no play laterally of the truck between the pin-connected parts. This results in good riding and avoids excessive wear of the connected parts. The inter-engaging surface of renewable plates 125, 126 permit slight tilting of the axle relative to the side members in a transverse vertical plane as occurs when the opposite rails are'at different levels. Inner and outer safety stops 128 are provided on the sides of the journal box to engage the pedestal-like portions of the side members and prevent separation in the event of failure at the pin connections 127. e g Bolster 129 is supported by spring units 130 comprising inner and outer coils mounted on brackets 146 extending outwardly of the sides of the side members 124. Spring seats 131 and shims 132 for mounting these spring units on brackets 146 are also provided and are similar to those shown in the first truck arrangement. Side members 124 are also provided with inward extensions 133 but there are no spring units mounted on these extensions as in the first truck arrangement. Spring units 130 support theentire load on the side members. -The inner ends of the extensions 133 are connected to each other by a pin 135*which prevents relative movement of sidemembers'124 longitudinally of the truckto keep the truck jsqu'areand the wheels in tram, but the 'arrangement'permit's relative tilting movement of side members 1 24 'in their respective vertical longitudinal planes to accommodate vertical movements of the wheels duototrackirrgularitiesJ Locating spring units 130 outwardlyof side' members 124 and omitting springs. at the inner end portions of extensions 133 subjects the extensions to equal vertical bending moments throughout their length because pin 135 forms a connection which ties extensions 133 together to form a continuous beam extending from one side member to the other, and pin 135 must also resist these bending moments. To better resist these bending moments and reduce the size. and weight of pin 135, the central portion 136 is larger in diameter than the, end portions 137.1 Washers 138 and nuts 139 are applied to the ends of pins 135 to prevent outward separation of side members 124. If desired, this method of connecting the inner ends 'of extensions 133 by a pin '135 to take vertical bending moments could also be used if the end portions of side members 124 were made similar to end portions of side members 6 of truck arrangement shown in Figures 1-5, in which latter arrangement the side members 6 are spring supported on the journal boxes and the arms 62 of the brake mecha nism support structure are supported on the journal boxes. 1 The power brake arrangement is similar to that. previously described, but the transversely extending brake support members 140 with arms 141 at their ends are connected to the side members a short distance inwardly of the journal boxes Pins 142 are mounted in the side members, and rubber bushings 143 are inserted in the openings in the ends of arms 141v and over the pins 142. A washer 144 and a nut 145 on the threaded portion of pin 142 clamp the rubber bushings 1431'and the arms 141 to pin 142. The brake support comprising members 140 and arms 141 keep the side members parallel and in transverse spaced relation without additional tie bars, such as'51 of the first truck arrangement. The intermediate portion of each member 140 is supported from the bolster by brackets 154, and an elongated anchor 156 similar to the support in Figures 1-5. The brake mechanism may tilt on pins 142 as may be necessary to accommodate relative tilting of side members 124. t ' Anchors F between the bolster and side members 124 are similar to those previously described and function in like manner to position the .bolster longitudinally of the side members. Stops 1'62, 163, 164, and correspond to stops 10 6, 107, 108, and109, previously described, and limit longitudinal and transverse movement of the side members and bolster. Thevertical actions of the bolster supportbrake carrier member 171 has bifurcated arms 172 at its ends corresponding to arms 62 in Figures 1-5 and similarly mounted upon the journal boxes. The inner end portion of each side. member inward extension 174 has abracket 175 including a horizontal shelf 176. Each brake support member 171 has a bracket 177 with a horizontal shelf 178spaced vertically above the corresponding shelf 176. A rubber pad 179 is interposed between shelves .176 and 178. Another rubber pad 180 is mounted on top of shelf 178. A washer 181 is mounted on pad 180. A bolt 182 with a washer 183 and a nut 184clamps the associated parts, placing rubber pads 179, 180 under slight compression andpc rmitting tilting of the brake mechanism relative to side members 185 in vertical planes extending longitudinally and trans-. versely of the trucks i v H H Various objects of theinvention mentioned in the introductory portion of this specification are provided areart stic far in-eachmf the. truck arrangements: -'In the' arrang ment. shown-in Figures 1-5, the framing members comprising: side members. 6 andbolster 27"are spring supported: from the wheel. and. axle assemblies. Therefore the brake mechanism. comprising cylinders 58, levers-59, shoes 60, and transverse members '61 are alsolargely spring borne because a. large portion of their weight. is snpportedbyeither thespring borne side memberslfii or spring bornebolster 27. ' Side members6 form important framing members of the. truck and. also. act. as equalizers to equalize the load on thewheels on the. sameside of the truck. Sincethey have inward andloutward extensionsat their centralportions for supporting the bolster springs with the inward extensions also connected to each other to hold side members against longitudinal movement relative to each other and also have pedestal portions and spring-cap portions at their ends, and since they also must resist lateral forces adjacent to the bolster springs and to the pedestals, they are much heavier and have more complicated and uneven contours than the un-sprung equalizers of the usual railway four wheel passenger truck. It is therefore advantageous to have them spring borne on the wheel and axle assemblies because if the same vertical impacts from the wheels were applied to the side members as are applied to the ordinary lighter weight forged equalizers, the impacts would be much more severe due to the greater weight and there would be a greater likelihood of greater stresses in certain portions due to uneven contours than would occur in the usual equalizers which are lighter and have more regular contours. Since the side members of the second truck arrangements are non-spring supported the transverse brake supporting members 140 with their arms 141 may be supported directly by the side members to keep the brake shoes in parallel relation with the brake discs on the axles at all times. Details of construction of the truck may be varied largely without departing from the spirit of the invention and theexclusive use of novel structure as described as coming within the scope of the claims is contemplated. What is claimed is: 1. In a railway truck, substantially parallel wheel and axle assemblies spaced apart lengthwise of the truck, journal boxes on the ends of the axles outboard of the wheels, side members supported from the journal boxes and each extending from box to box on the corresponding side of the truck, upright portions of said side members and journal boxes opposing each other and preventing relative movement of said side members and boxes longitudinally and transversely of the truck, each side member having a rigid lateral inboard extension intermediate its ends, the inner ends of said extensions terminating near the longitudinal center line of the truck and being spaced apart and aligned with each other transversely of the truck, a devicebetween and connecting said extension ends and having a trunnion journaled in at least one of said ends with its axis disposed transversely of the truck and providing for relative tilting of the side members lengthwise of the truck from normally horizontal positions, said device being seated in said extension ends to avoid relative movement of said extensions lengthwise of the truck, means holding the side members against relative movement away from each other, each side member including an outboard bracket intermediate its ends, upright springs outboard of said side members and seated on said brackets, a loadcarrying bolster extending from side to side of the truck with its end portions supported on said spring units, an element at each side of the truck elongated lengthwise of the truck and pivotally connected at its opposite ends to the bolster and to an adjacent side member respectively and transmitting thrust from the bolster to the side members lengthwise of the truck, said elements being inclinable transversely of their axes as the bolster moves vertically on the truck frame by the yielding of said spring units and: auxiliary springs mounted on the inner endof" each inboard extension and supporting the adjacent portions of the bolster. 2. A truck. according to claim 1' in which the means transmitting thrust. from the. bolster to the side members lengthwise of'the truck comprises an elongated anchor at each side-ofthe truck substantially in the plane of the journal boxesa-ndinboard of the bolster supportingspring on the sid'emember brackets with oneend secured to the bolster atone side of the transverse center line of the truck and wit-h its other end secured to a side-memher at. the other side of thetransverse center line of the truck. a side member and the other end of the anchor is connected to a web projecting downwardly from the bolster, said webs being at opposite sides of the bolster and the anchor extending beneath the bolster. 4. A railway truck according to claim 1 which includes a vertically elongated telescoping snubbing device at each end of the bolster with the upper end of one teiescoping part secured to the bolster and the lower end of the other telescoping part secured to the side member. 5. A railway truck according to claim 1 which includes tie rods extending transversely of the truck between the corresponding ends of opposite side members and cooperating with the device connecting the inner ends of the side member extensions to hold the side members against relative angular movement in a horizontal plane. 6. A truck according to claim 1 in which the device connecting the inboard extensions on the side members is elongated transversely of the truck and has one end portion rectangular in cross section and has its other end portion cylindrical in cross section, one of said side member inward extensions being slotted vertically and receiving said rectangular cross section portion of said device, there being a pivot pin extending longitudinally of the truck through said rectangular cross section portion and said vertically slotted extension, the other side member inward extension having a cylindrical recess receiving said cylindrical cross section portion of the device. 7 7., A truck according to claim 1 in which the journal boxes are provided with spring seats and springs mounted on said spring seats support the side members. I 8. A railway truck according to claim 1 in which the bolster is provided with a central bearing having a bodysupporting face extending horizontally over the auxiliary spring units. v 9. In a railway truck, spaced substantially parallel wheel and axle assemblies spaced apart lengthwise of the truck, journal boxes on the ends of the axles outboard of the wheels, side members supported from the journal boxes and each extending from box to box on the corresponding side of the truck, upright portions of said side members and journal boxes opposing each other and preventing relative movement of said side members and boxes longitudinally and transversely of the truck, each side member having a rigid lateral inboard extension, the inner ends of said extensions being spaced apart transversely of the truck at the same level near the longitudinal center line of the truck and being substantially aligned, a device positioned between and connecting the inner ends of said extensions and providing for relative tilting movement of said extensions and members about an axis extending longitudinally or" the truck, but holding said extensions and members against relative movement lengthwise of the truck, each side member including an outboard extension, spring units mounted 'on said outboard extensions and said inboard extensions, and a load-carrying rigid bolster extending from side to side of the truck 7 and supported on all of said spring units and means connected to the bolster and to the side members and trans mitting thrust from the bolster to the side members length wise of the truck. 3. A truck according to claim 1 in which one end of each anchor is secured to a web projectingupwardly from 10. A railway truck according to claim 9 which includes spring means mounted on the journal boxes and supporting the side members. References Cited in the file of this patent UNITED STATES PATENTS Hedgcock Ian. 7,,1936 12 r McCune Sept. 26,.1939 Green Oct. 29, 1940 Eksergian Dec. 23,1941 Haynes June 18, 1944 Eksergian et a1. Dec. 19, 1944 Haynes Oct. 24, 1950 Ianeway Dec. 11, 1951 McIntosh et a1. 00625, 1955 Janeway Mar. 13, 1956 Smith May 8, 1956 Krautheim June 26, 1956 Maatman June 26, 1956 Blattner -Q Feb. 26, 1957

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