CA2315423C - Improved lightweight bolster for a railway truck - Google Patents
Improved lightweight bolster for a railway truck Download PDFInfo
- Publication number
- CA2315423C CA2315423C CA 2315423 CA2315423A CA2315423C CA 2315423 C CA2315423 C CA 2315423C CA 2315423 CA2315423 CA 2315423 CA 2315423 A CA2315423 A CA 2315423A CA 2315423 C CA2315423 C CA 2315423C
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- Canada
- Prior art keywords
- bolster
- side bearing
- lightener
- rib
- generally
- Prior art date
- Legal status (The legal status 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 status listed.)
- Expired - Fee Related
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- Housings And Mounting Of Transformers (AREA)
- Connection Of Plates (AREA)
- Train Traffic Observation, Control, And Security (AREA)
Abstract
A bolster is provided for a railway truck. The bolster comprises a top member, two side members extending downwardly from edges of the top member, and a bottom member joining the lower edges of the side members. Two pairs of parallel, longitudinally spaced side bearing ribs extend between the top member and the bottom member. Lightener openings are formed in each side bearing rib, with each lightener opening having a top edge, two side edges and a bottom edge. The bottom edge of the lightener opening is formed by a bottom section that extends at an angle with respect to the bottom member such that the height of the bottom section decreases along its central portion as it extends toward a lateral end of the bolster.
Description
IdVIPROVED LIGHTWEIGHT BOLSTER FOR A RAILWAY TRUCK
BACKGROUND OF T'HE INVENTION
The present invention relates to railway car trucks, and, more particularly, to railway car truck bolsters having a strengthened internal rib support arrangement.
,rte.: ~'~
Railway freight car trucks are usually comprised of a three piece arrangement wherein each truck comprises two sideframes laterally spaced from each.other. Each sideframe includes a centrally. located holster opening adapted to receive the ends of a bolster extending laterally between the sideframes. The ends of each sideframe are laterally aligned to receive an axle wheel set in what is usually termed the pedestal jaw of the sideframe.
Such railway trucks are shown in U.S. Patent Nos. 5,111,753 and 5,718,177.
A typical railway freight car truck sideframe is comprised of an elongated top compression member that extends in a longitudinal direction parallel to the railway track. The sideframe also comprises two diagonally extending tension members that extend at an acute angle from near the ends of the top compression member. A bottom member extends ~ longitudinally and joins the lower ends of the diagonal tension members.
The railway freight car truck bolster extends laterally between each sideframe with the ends of the bolster received on spring groups that themselves rest on the bottom member spring seat of each sideframe. Each bolster is of a general box structure and is generally comprised of a top elongated portion with two side edges extending downwardly from each edge of the top member. A bottom section joins the lower portions of the side edges. End ''~~'w" sections are present at each lateral end of bolster and are adapted on their lower surfaces to receive the top end of the spring group there supporting the bolster between the two sideframes. Each top section of the bolster includes a centrally located bearing bowl, with two side bearing mounts located laterally outwardly from the bearing bowl. Both the sideframes and the bolster are usually unitary cast steel structures wherein the sideframe and the bolster are engineered structural members that are largely various rib support members to add structural strength while allowing the sideframes and the bolster to be largely hollow to accomplish weight saving.
In order to reduce the weight of the railway truck bolster, certain of the internal support ribs have lightener openings. These lightener openings can be said to be formed by a top rib section, a bottom rib section and two side rib sections. These ribs can be initiation points for fatigue cracks due. to imperfections such as the presence of sand particles or gas holes formed in the cast steel. Such imperfections form in the top of the rib surface at the lightener opening. It is desirable to decrease the stress on the rib surface at such lightener opening so that any imperfections in the cast steel do not worsen and ultimately form fatigue cracks. Improvements in the location and shape of the lightener opening and the attendant rib sections forming such opening are the subject of the present invention.
SUMMARY OF THE INVENTION
The present invention provides a railway freight car bolster with an improved and strengthened side bearing rib structure descending generally vertically within the bolster and generally below the side bearing sections on the top member of the bolster. A
prior art bolster .::_,.:.: ; 2 is shown in U.S. Patent No. 5,111,7.53. However, the rib section below the lightener opening in the side bearing ribs in the bolster shown in that patent is susceptible to fatigue cracking in the event of imperfections in the steel generally at the lower corners of the lightener opening which themselves are formed by the upper sections of the rib section forming the bottom of the lightener opening. The overall height of the rib section in the prior art bolster shown in U.S.
Patent No. 5,111,753 is about 1.6 inches when measured perpendicular to the top of the bottom section of the bolster and is generally uniform in height through its entire length. By modeling, the Vo~ Mises stresses exhibited at such lower corner edges of the lightene~
opening under a full bolster loading that would be experienced when in service in a fully loaded railway freight car are 74 - 83 thousand pounds per square inch (ksi).
In the improved bolster internal side bearing rib of the present invention, the lower rib section forming the bottom edge of the lightener opening is about 3 inches at its lateral inboard inner most position tapering downward in height to about 2 inches near the end of its central portion, and then again increases with a radius. of curvature as it extends toward its laterally outboard most location. The Von Mises stress levels seen under a fully loaded bolster condition in the improved bolster side bearing rib support of the present invention are between 71-75 ksi. This results in a stronger bolster especially useful in the higher load bearing service experienced by today's railway freight cars.
BRIEF DESCRIPTION OF' THE DRAWIrTGS
In the drawings, :: : 3 Figure 1 is a perspective view of a railway truck comprised of two sideframes and a bolster;
Figure 2 is a top plan. view of a bolster according to the present invention;
Figure 3 is a side elevation view of a bolster according to the present invention;
Figure 4 is a side view in partial cross section of a bolster in accordance with the present invention;
Figure 5 is a top view in partial cross section of a bolster in accordance with the present invention; and Figure 6 is a partial side view in partial cross section of a bolster in accordance with another embodiment of the present invention.
DESCRIPTION OF THE PREFERRED EMBODIIVVIENT
Referring now to Figure 1 of the drawings, a railway truck in accordance with the present invention is shown generally at 100. Railway truck 100 comprises sideframes 120 and 140 that are identical and lat~;rally spaced from each other. Axle wheel sets 180 and 200 are received in pedestal openings 270 and 290 formed at respective end sections 260 and 280 of sideframe 120, with similar openings at sideframe 140. Bolster 160 extends laterally between sideframes 120 and 140 and :is received in bolster openings intermediate the pedestal ends of both sideframes.
Referring now to Figures 2-5, a bolster in accordance with the present invention is shown generally at 10. Bolster 10 is an elongated, generally rectangular in cross section box :%
type structure that is generally hollow and is a unitary cast steel structure.
However, do to the nature of the top, bottom and interconnected sides and internal rib arrangement of bolster 10, bolster 10 is an incredibly strong structure adapted to support the entire weight of a loaded freight car with one bolster on a railway truck at each end of a railway freight car.
Bolster 10 itself is comprised of an elongated, laterally extending top member 12 with two exterior side walls 16 and 18 extending downwardly from longitudinal edges of top member 12. Bottom member 14 extends laterally and joins the bottom edges the bottom of side wall 16 and 18 completing the box structure forming bolster 10. Bolster 10 has greater vertical dimension at a central area generally below steering bowl 34 extending upwardly from a laterally central portion of top member 12. Bottom member 14 itself is comprised of a horizontal central portion 24 with diagonal portion 26 at each end of central portion 24 angling upwardly to horizontal areas near each end 20 and 22. Junctions 28 between end portions 20 and 22 and diagonal portion 26 are shown as well as are junctions 30 between horizontal central portion 24 and diagonal portion 26. Bolster ends 20 and 22 are adapted to extend through openings in sidefraa~es to form a three-piece railcar truck and rest on spring groups the bottom which are held by spring group sections of the sideframes.
Integrally cast spring seat bosses 32 extend downwardly from each end 20 and 22 of bolster 10. Side bearing mounts 40 are also present W top member 12 laterally outwardly from centrally located bearing bowl 34.
Typical of cast steel bolster construction are the inclusion of brake rod openings 46 in each bolster side wall 16 and 18 generally beneath bearing bowl 34. Lightener holes 50 are ~..- 5 also present in side walls 16 and 18. Further, lightener holes 52 are present in top member 12. Brake rod openings allaw the pasitioning of accessory brake equipment in the railway truck, but brake rod openings 46 and lightener holes 50 are also provided to reduce the quantity and weight of material in the cast steel bolster, without sacrificing the engineered strength of the bolster. In the casting process, the brake rod openings and lightener holes are formed by sand cores within. the molding flasks. Upon completion of the metal pouring, the cores are broken and removal in a shake out operation through the various openings in the cast steel bolster.
Bolster 10 also includes pairs of friction shoe pockets 60 and 62 above spring seat bosses 32 at each end of bolster 10. Each friction shoe pocket 60 and 62 is comprised of a sloped surface 64 extending to lips 66 at top member 12. Friction shoe pockets 60 and 62 are provided to accommodate friction shoes (not shown) which serve to dampen vertical oscillation of bolster 10 on the spring groups. A vertical face of the friction shoe is in frictional contact with a vertical face of the sideframe bolster opening. Bolsters also typically include gibs 70 cast on side walls 16 and 18 and protruding therefrom to properly locate bolster ends within the sideframe openings.
Now referring specifically to Figures 4 and 5, a pair of laterally spaced longitudinally extending center ribs 86 and 88 extend between top member 12 and bottom member generally beneath bearing bowl 34. A pair of longitudinally extending transverse ribs 80 and 82 extend vertically between top member 12 and bottom member 14 between the ends of spaced center ribs 86 and 88. Side bearing ribs 94 and 96 extend laterally outwardly from :.;;:;' ::; 6 each transverse rib 80 and 82 at points generally beneath side bearing mounts 40. Side bearing ribs 94 and 96 also extend vertically between top member 12 and bottom member 14, but as can be seen, the bottom of side bearing ribs 94 and 96 actually extends at an angle as it contacts the inner surface of diagonal. panels 26 forming part of bottom member 14.
Internal ribs 86 and 88 also contain brake rod openings 90 and 92 that are aligned with and conformed to brake rod openings 46 in side walls 16 and 18. Further, side bearing ribs 94 and 96 contain lightener holes 98 and 100, respectively.
A major cause of failure or cracking in a cast steel bolster is stress concentration leading to fatigue cracks in areas where slight foundry imperfections such as sand build up or gas holes may form in the top of a bend or rib surface. - Such surfaces include the bottom rib forming the bottom of lightener holes 98 and 100 in side bearing ribs 94 and 96. Referring now to Figure 4, such bottom rib in the prior art bolster is shown at 122.
Note that the height of such rib is generally uniform in the neighborhood of 1.5 - 1.7 inches in spacing from diagonal panel 26. Stress concentrations at the two corners of such prior art lightener openings can be from 74 - 83 ksi. Relatively high stresses can lead to fatigue cracking in the event of relatively minor casting imperfections. In the bolster of the present invention, bottom lightener openings 98 and 100 are formed by bottom rib section 121. It can be.
seen that the rib itself extends from an increased height of about 3 inches through transverse ribs 80 and 82 extending outwardly in a decreasing height to about 2 inches near the end of its central portion, and then again increases with a radius of curvature as it extends toward its laterally outboard most location. Such increased rib height and generally straight top surface of 121 ;...,:: :,,, 7 decreases the potential stress at the corners of lightener openings 98 and 100 to from 71 - 75 ksi. This decreased stress lessens the potential for fatigue cracking at the corners of such lightener openings. It is seen that top rib surface 121 angles outwardly toward the particular bolster end section at the lesser angle with respect to top member 12 than does diagonal panel 26. Accordingly, there is a greater height of rib 121 forming the bottom section of lightener openings 98 and 100 at the laterally inboard end of lightener openings 98 and 100.
The typical angle that diagonal panels 26 extend with respect to top member 12 is about 20 degrees. The angle of rib section 121 forming the bottom of lightener opening 98 and 100 with respect to top member :12 is about 12 degrees. Accordingly, it is seen that rib section 121 extends at an angle with. respect to diagonal panel 26 such that the initial height of rib section 121 near transverse rib 80 and 82 begins at about 3 inches and decreases to about 2 inches generally central location of bolster 10.
Another embodiment of the present invention is set forth at Figure 6. A
bolster diagonal portion 136 is shown to extend at an angle upwardly toward a bolster end (not shown). Side bearing rib 148 is similar to above described side bearing rib 94, with side bearing rib 148 including lightener opening 146. A bottom rib 138 forms the bottom of a prior art lightener opening a~ a section of side bearing rib 148. In the embodiment of the present invention, side bearing rib 148 has a bottom rib section 140 that forms the bottom of lightener opening 146. Note that extended edge 142 of bottom rib section 140 enters side 150 of lightener opening at a greater radius of curvature than the embodiment shown in Figure 4.
Note that perpendicular distance A from top 144 of bolster diagonal portion 136 to bottom rib ,:~':';'<'... 8 section 140 is greater than perpendicular) distance B at a laterally extended point between top 144 of bolster diagonal portion 136 to bottom rib section 140. The typical dimension for bottom rib section 140 height at A is about 3 inches and at B is about 2.5 inches.
i , ;7 9
BACKGROUND OF T'HE INVENTION
The present invention relates to railway car trucks, and, more particularly, to railway car truck bolsters having a strengthened internal rib support arrangement.
,rte.: ~'~
Railway freight car trucks are usually comprised of a three piece arrangement wherein each truck comprises two sideframes laterally spaced from each.other. Each sideframe includes a centrally. located holster opening adapted to receive the ends of a bolster extending laterally between the sideframes. The ends of each sideframe are laterally aligned to receive an axle wheel set in what is usually termed the pedestal jaw of the sideframe.
Such railway trucks are shown in U.S. Patent Nos. 5,111,753 and 5,718,177.
A typical railway freight car truck sideframe is comprised of an elongated top compression member that extends in a longitudinal direction parallel to the railway track. The sideframe also comprises two diagonally extending tension members that extend at an acute angle from near the ends of the top compression member. A bottom member extends ~ longitudinally and joins the lower ends of the diagonal tension members.
The railway freight car truck bolster extends laterally between each sideframe with the ends of the bolster received on spring groups that themselves rest on the bottom member spring seat of each sideframe. Each bolster is of a general box structure and is generally comprised of a top elongated portion with two side edges extending downwardly from each edge of the top member. A bottom section joins the lower portions of the side edges. End ''~~'w" sections are present at each lateral end of bolster and are adapted on their lower surfaces to receive the top end of the spring group there supporting the bolster between the two sideframes. Each top section of the bolster includes a centrally located bearing bowl, with two side bearing mounts located laterally outwardly from the bearing bowl. Both the sideframes and the bolster are usually unitary cast steel structures wherein the sideframe and the bolster are engineered structural members that are largely various rib support members to add structural strength while allowing the sideframes and the bolster to be largely hollow to accomplish weight saving.
In order to reduce the weight of the railway truck bolster, certain of the internal support ribs have lightener openings. These lightener openings can be said to be formed by a top rib section, a bottom rib section and two side rib sections. These ribs can be initiation points for fatigue cracks due. to imperfections such as the presence of sand particles or gas holes formed in the cast steel. Such imperfections form in the top of the rib surface at the lightener opening. It is desirable to decrease the stress on the rib surface at such lightener opening so that any imperfections in the cast steel do not worsen and ultimately form fatigue cracks. Improvements in the location and shape of the lightener opening and the attendant rib sections forming such opening are the subject of the present invention.
SUMMARY OF THE INVENTION
The present invention provides a railway freight car bolster with an improved and strengthened side bearing rib structure descending generally vertically within the bolster and generally below the side bearing sections on the top member of the bolster. A
prior art bolster .::_,.:.: ; 2 is shown in U.S. Patent No. 5,111,7.53. However, the rib section below the lightener opening in the side bearing ribs in the bolster shown in that patent is susceptible to fatigue cracking in the event of imperfections in the steel generally at the lower corners of the lightener opening which themselves are formed by the upper sections of the rib section forming the bottom of the lightener opening. The overall height of the rib section in the prior art bolster shown in U.S.
Patent No. 5,111,753 is about 1.6 inches when measured perpendicular to the top of the bottom section of the bolster and is generally uniform in height through its entire length. By modeling, the Vo~ Mises stresses exhibited at such lower corner edges of the lightene~
opening under a full bolster loading that would be experienced when in service in a fully loaded railway freight car are 74 - 83 thousand pounds per square inch (ksi).
In the improved bolster internal side bearing rib of the present invention, the lower rib section forming the bottom edge of the lightener opening is about 3 inches at its lateral inboard inner most position tapering downward in height to about 2 inches near the end of its central portion, and then again increases with a radius. of curvature as it extends toward its laterally outboard most location. The Von Mises stress levels seen under a fully loaded bolster condition in the improved bolster side bearing rib support of the present invention are between 71-75 ksi. This results in a stronger bolster especially useful in the higher load bearing service experienced by today's railway freight cars.
BRIEF DESCRIPTION OF' THE DRAWIrTGS
In the drawings, :: : 3 Figure 1 is a perspective view of a railway truck comprised of two sideframes and a bolster;
Figure 2 is a top plan. view of a bolster according to the present invention;
Figure 3 is a side elevation view of a bolster according to the present invention;
Figure 4 is a side view in partial cross section of a bolster in accordance with the present invention;
Figure 5 is a top view in partial cross section of a bolster in accordance with the present invention; and Figure 6 is a partial side view in partial cross section of a bolster in accordance with another embodiment of the present invention.
DESCRIPTION OF THE PREFERRED EMBODIIVVIENT
Referring now to Figure 1 of the drawings, a railway truck in accordance with the present invention is shown generally at 100. Railway truck 100 comprises sideframes 120 and 140 that are identical and lat~;rally spaced from each other. Axle wheel sets 180 and 200 are received in pedestal openings 270 and 290 formed at respective end sections 260 and 280 of sideframe 120, with similar openings at sideframe 140. Bolster 160 extends laterally between sideframes 120 and 140 and :is received in bolster openings intermediate the pedestal ends of both sideframes.
Referring now to Figures 2-5, a bolster in accordance with the present invention is shown generally at 10. Bolster 10 is an elongated, generally rectangular in cross section box :%
type structure that is generally hollow and is a unitary cast steel structure.
However, do to the nature of the top, bottom and interconnected sides and internal rib arrangement of bolster 10, bolster 10 is an incredibly strong structure adapted to support the entire weight of a loaded freight car with one bolster on a railway truck at each end of a railway freight car.
Bolster 10 itself is comprised of an elongated, laterally extending top member 12 with two exterior side walls 16 and 18 extending downwardly from longitudinal edges of top member 12. Bottom member 14 extends laterally and joins the bottom edges the bottom of side wall 16 and 18 completing the box structure forming bolster 10. Bolster 10 has greater vertical dimension at a central area generally below steering bowl 34 extending upwardly from a laterally central portion of top member 12. Bottom member 14 itself is comprised of a horizontal central portion 24 with diagonal portion 26 at each end of central portion 24 angling upwardly to horizontal areas near each end 20 and 22. Junctions 28 between end portions 20 and 22 and diagonal portion 26 are shown as well as are junctions 30 between horizontal central portion 24 and diagonal portion 26. Bolster ends 20 and 22 are adapted to extend through openings in sidefraa~es to form a three-piece railcar truck and rest on spring groups the bottom which are held by spring group sections of the sideframes.
Integrally cast spring seat bosses 32 extend downwardly from each end 20 and 22 of bolster 10. Side bearing mounts 40 are also present W top member 12 laterally outwardly from centrally located bearing bowl 34.
Typical of cast steel bolster construction are the inclusion of brake rod openings 46 in each bolster side wall 16 and 18 generally beneath bearing bowl 34. Lightener holes 50 are ~..- 5 also present in side walls 16 and 18. Further, lightener holes 52 are present in top member 12. Brake rod openings allaw the pasitioning of accessory brake equipment in the railway truck, but brake rod openings 46 and lightener holes 50 are also provided to reduce the quantity and weight of material in the cast steel bolster, without sacrificing the engineered strength of the bolster. In the casting process, the brake rod openings and lightener holes are formed by sand cores within. the molding flasks. Upon completion of the metal pouring, the cores are broken and removal in a shake out operation through the various openings in the cast steel bolster.
Bolster 10 also includes pairs of friction shoe pockets 60 and 62 above spring seat bosses 32 at each end of bolster 10. Each friction shoe pocket 60 and 62 is comprised of a sloped surface 64 extending to lips 66 at top member 12. Friction shoe pockets 60 and 62 are provided to accommodate friction shoes (not shown) which serve to dampen vertical oscillation of bolster 10 on the spring groups. A vertical face of the friction shoe is in frictional contact with a vertical face of the sideframe bolster opening. Bolsters also typically include gibs 70 cast on side walls 16 and 18 and protruding therefrom to properly locate bolster ends within the sideframe openings.
Now referring specifically to Figures 4 and 5, a pair of laterally spaced longitudinally extending center ribs 86 and 88 extend between top member 12 and bottom member generally beneath bearing bowl 34. A pair of longitudinally extending transverse ribs 80 and 82 extend vertically between top member 12 and bottom member 14 between the ends of spaced center ribs 86 and 88. Side bearing ribs 94 and 96 extend laterally outwardly from :.;;:;' ::; 6 each transverse rib 80 and 82 at points generally beneath side bearing mounts 40. Side bearing ribs 94 and 96 also extend vertically between top member 12 and bottom member 14, but as can be seen, the bottom of side bearing ribs 94 and 96 actually extends at an angle as it contacts the inner surface of diagonal. panels 26 forming part of bottom member 14.
Internal ribs 86 and 88 also contain brake rod openings 90 and 92 that are aligned with and conformed to brake rod openings 46 in side walls 16 and 18. Further, side bearing ribs 94 and 96 contain lightener holes 98 and 100, respectively.
A major cause of failure or cracking in a cast steel bolster is stress concentration leading to fatigue cracks in areas where slight foundry imperfections such as sand build up or gas holes may form in the top of a bend or rib surface. - Such surfaces include the bottom rib forming the bottom of lightener holes 98 and 100 in side bearing ribs 94 and 96. Referring now to Figure 4, such bottom rib in the prior art bolster is shown at 122.
Note that the height of such rib is generally uniform in the neighborhood of 1.5 - 1.7 inches in spacing from diagonal panel 26. Stress concentrations at the two corners of such prior art lightener openings can be from 74 - 83 ksi. Relatively high stresses can lead to fatigue cracking in the event of relatively minor casting imperfections. In the bolster of the present invention, bottom lightener openings 98 and 100 are formed by bottom rib section 121. It can be.
seen that the rib itself extends from an increased height of about 3 inches through transverse ribs 80 and 82 extending outwardly in a decreasing height to about 2 inches near the end of its central portion, and then again increases with a radius of curvature as it extends toward its laterally outboard most location. Such increased rib height and generally straight top surface of 121 ;...,:: :,,, 7 decreases the potential stress at the corners of lightener openings 98 and 100 to from 71 - 75 ksi. This decreased stress lessens the potential for fatigue cracking at the corners of such lightener openings. It is seen that top rib surface 121 angles outwardly toward the particular bolster end section at the lesser angle with respect to top member 12 than does diagonal panel 26. Accordingly, there is a greater height of rib 121 forming the bottom section of lightener openings 98 and 100 at the laterally inboard end of lightener openings 98 and 100.
The typical angle that diagonal panels 26 extend with respect to top member 12 is about 20 degrees. The angle of rib section 121 forming the bottom of lightener opening 98 and 100 with respect to top member :12 is about 12 degrees. Accordingly, it is seen that rib section 121 extends at an angle with. respect to diagonal panel 26 such that the initial height of rib section 121 near transverse rib 80 and 82 begins at about 3 inches and decreases to about 2 inches generally central location of bolster 10.
Another embodiment of the present invention is set forth at Figure 6. A
bolster diagonal portion 136 is shown to extend at an angle upwardly toward a bolster end (not shown). Side bearing rib 148 is similar to above described side bearing rib 94, with side bearing rib 148 including lightener opening 146. A bottom rib 138 forms the bottom of a prior art lightener opening a~ a section of side bearing rib 148. In the embodiment of the present invention, side bearing rib 148 has a bottom rib section 140 that forms the bottom of lightener opening 146. Note that extended edge 142 of bottom rib section 140 enters side 150 of lightener opening at a greater radius of curvature than the embodiment shown in Figure 4.
Note that perpendicular distance A from top 144 of bolster diagonal portion 136 to bottom rib ,:~':';'<'... 8 section 140 is greater than perpendicular) distance B at a laterally extended point between top 144 of bolster diagonal portion 136 to bottom rib section 140. The typical dimension for bottom rib section 140 height at A is about 3 inches and at B is about 2.5 inches.
i , ;7 9
Claims (8)
1. A bolster for use in a railway car truck, said bolster comprising an elongated top member, two side members each extending downwardly from an edge of said top member, a bottom member joining lower edges of said two side members, a bearing bowl centrally located in an outside surface of said top member, two side bearing mounts located laterally outward from said bearing bowl on said outside surface of said top member, a pair of brake rod openings in each of said side members, a pair of parallel spaced center ribs extending vertically between said top member and said bottom member generally below said bearing bowl, two pairs of parallel spaced side bearing ribs, each pair of side bearing ribs extending laterally generally from each end of said pair of center ribs, said side bearing ribs extending vertically between said top member and said bottom member, a pair of transverse ribs extending longitudinally generally between lateral ends of said center ribs, a lightener opening in each of said side, bearing ribs, said lightener opening formed by a top edge within said side bearing rib, two side edges within said side bearing rib and a bottom edge within said side bearing rib, wherein said top edge of said lightener opening is generally parallel to said top member to form a top section of said side bearing rib above said lightener opening of generally uniform height throughout most of its length, said bottom edge of said lightener opening being generally straight along most of its length, to define a bottom section of said side bearing rib and extending at an angle with respect to said bottom member such that said bottom section of said side bearing rib decreases in height extending laterally away from a central section of said bolster.
2. ~The bolster of claim 1 wherein said side bearing rib bottom section has a height of at least 2 inches.
3. ~The bolster of claim 1 wherein said bottom member comprises a generally horizontal central portion generally below said bearing bowl, and two diagonal sections each of which angles upwardly from an intersection with an edge of said central portion to an end section vertically near said elongated top member, and wherein said bottom edge of each of said lightener openings are angled upwardly toward an end of said bolster at a rate such that said bottom section of said side bearing rib generally below said lightener opening is of decreasing height toward said end of said bolster.
4. The bolster of claim 3 wherein said bottom section of said side bearing rib generally below said lightener opening changes in height from about 3 inches to about 2 inches.
5. A bolster for use in a railway car truck, said bolster comprising a top member, two longitudinally spaced side members each extending downwardly from said top member, a bottom member joining lower edges of said two side members, a pair of parallel, longitudinally spaced center ribs extending vertically between said top member and said bottom member, two pairs of parallel, longitudinally spaced side bearing ribs, each pair of side bearing ribs extending laterally generally from each end of said pair of center ribs, said side bearing ribs extending vertically between said top member and said bottom member, a lightener opening in each of said side bearing ribs, said lightener opening formed by a top edge, two side edges and a bottom edge all within said side bearing rib, wherein said bottom edge of said side bearing rib is formed by a bottom section of said side bearing rib and extends generally at an angle with respect to said bottom member such that said bottom section of said side bearing rib decreases in height extending laterally outwardly.
6. The bolster of claim 5 wherein said bottom section of said side bearing rib has a height of at least inches.
7. The bolster of claim 5 wherein said bottom member comprises a generally horizontal central portion and two diagonal sections each of which angles upwardly from an intersection with an edge of said central portion.
and wherein said bottom edges of said side bearing rib lightener openings are angled upwardly toward an end of said bolster at a rate such that said bottom section of said side bearing rib generally below said lightener opening is of decreasing height toward said end of said bolster.
and wherein said bottom edges of said side bearing rib lightener openings are angled upwardly toward an end of said bolster at a rate such that said bottom section of said side bearing rib generally below said lightener opening is of decreasing height toward said end of said bolster.
8. The bolster of claim 7 where said bottom section of said side bearing rib generally below said lightener opening changes in height from about 3 inches to about 2 inches.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US37013699A | 1999-08-09 | 1999-08-09 | |
| US09/370,136 | 1999-08-09 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CA2315423A1 CA2315423A1 (en) | 2001-02-09 |
| CA2315423C true CA2315423C (en) | 2003-07-01 |
Family
ID=23458382
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA 2315423 Expired - Fee Related CA2315423C (en) | 1999-08-09 | 2000-08-01 | Improved lightweight bolster for a railway truck |
Country Status (6)
| Country | Link |
|---|---|
| AU (1) | AU5187900A (en) |
| BR (1) | BR0003394A (en) |
| CA (1) | CA2315423C (en) |
| MX (1) | MXPA00007706A (en) |
| PT (1) | PT102507B (en) |
| ZA (1) | ZA200004073B (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110816575A (en) * | 2019-12-13 | 2020-02-21 | 中车眉山车辆有限公司 | Lightweight railway express freight car bogie truck bolster |
-
2000
- 2000-08-01 CA CA 2315423 patent/CA2315423C/en not_active Expired - Fee Related
- 2000-08-07 MX MXPA00007706 patent/MXPA00007706A/en unknown
- 2000-08-08 PT PT10250700A patent/PT102507B/en not_active IP Right Cessation
- 2000-08-08 AU AU51879/00A patent/AU5187900A/en not_active Abandoned
- 2000-08-08 BR BR0003394A patent/BR0003394A/en not_active IP Right Cessation
- 2000-08-10 ZA ZA200004073A patent/ZA200004073B/en unknown
Also Published As
| Publication number | Publication date |
|---|---|
| ZA200004073B (en) | 2001-02-09 |
| CA2315423A1 (en) | 2001-02-09 |
| BR0003394A (en) | 2001-04-03 |
| AU5187900A (en) | 2001-02-15 |
| MXPA00007706A (en) | 2002-06-04 |
| PT102507B (en) | 2003-06-30 |
| PT102507A (en) | 2002-02-28 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| EEER | Examination request | ||
| MKLA | Lapsed |