US2231195A - Rail truck - Google Patents

Description

Feb. 11, 1941. 5 PIRQN 2,231,195

RAIL TRUCK Filed May 25, 1936 Q 2 Sheets-Sheet 1 \i I INVENTOR.

,Z'rrr/7 7320/? BY 1 4 v R g a ATTORNEY.

E. H. PIRON' Feb. 11, 1941.

RAIL TRUCK 2 sheets-sheet l2 Filed May 25, 1936 I III! I IIIIIIA'I/II) (I,

INVENTOR ATTORN EY Patented Feb. 11, 1941 eUNlTED STATES RAIL TRUCK Emil n. Piron, New York. N. Y., assignor to Transit Research Corporation, New York, N. Y.,

a corporation of New York Application May 25, 1936, Serial No. 81,682

18 Claims.

This invention relates to rail trucks and has for its object to provide a truck characterized by easy riding, quiet, non-hunting qualities and particularly suited for use on steam railway equipment where outboard journal bearings are preferred.

In standard trucks a considerable mass of metal including side frames, swing links and swing bolster are supported between journal and bolster frames. in such manner. as to have individual oscillations of relatively high natural frequencies. The succession of impulses per second imparted to the truck, for instance, by passing over rail joints at high speed, may and often does, equal those natural frequencies thus finding a response which causes the impulses to be felt in the car body. It is an object of this invention to provide a rail truck, in which the spring parts have natural frequencies far re- ,moved from the range of frequencies of impulses.

In addition to the prevention of oscillations of high frequency it is a further object to provide a truck which will not transmit high values of accelerating forces originated. by impulses especially at the rail joints. Such forces are usually transmitted not only through springs but also largely by frictional forces in the system. Thus, for instance if a force of two thousand pounds is required to overcome the friction in a bolster spring that spring does not begin its deiieotion until that value is reached and consequently all accelerating forces and impulses up to that value are transmitted therethrough unaltered. More particularly it is an object of this invention to employ elastic springs in a system free from friction in and around the springs, these springs being so designed as to guide the oscillations without the use of such frictional organs as pedestals for the journal springs and a transom for the swing bolster.

A further specific object in development of the foregoing object is to provide a truck in which there are no parts susceptible to impacts against other parts such as maybe oomparedj to the impact of journal box against a pedestalfor of a swing bolster againsta transom.

I Another object is to provide a truck frame I which permits motions of the axles in their ver- "tical planes against a relatively soft elasticresistance, and which permits motions of the axles in their horizontal, planes against relatively very ,,much stiffer elastic and frame resistance. I 'he I ,j1aaer resistances combined are substantially greater than the elastic resistance of a standard @3 91 frame and there are no unelastic distortions analogous to those permitted by clearance of journal boxes in pedestals, etc., in the standard design. A further object is'to confer elas- "ticity belowthe main frame as opposed to using the frame itself for elastic purposes. This is accomplished by employing very stiff truck parts and rubber, or its equivalent, springs at the frame joints which are very stiff in longitudinal directions. This design produces strong restoring forces when distortions occur, preserves the truck life against disintegration under road, shocks, and provides longitudinal resiliency of the axles by means of which hunting is largely eliminated.

More particularly it is an object of this invention to provide a truck comprising a main frame which can oscillate vertically only in unison with the car body, to support this frame at its corners from elastic springs, to support these springs from axle connecting members residing outwardly of the truck wheels and which perform the functions of the usual equalizers.

Another object is to construct these equalizers insuch manner that they can resist longitudinal forces and to insert between these equalizers and the axle journal bearings rubber, or equivalent material, of such design as to be capable of imparting a self-steering quality to the truck which will largely eliminate hunting. The rubber at this point will not give the results desired unless the equalizers form a steady base and it is therefore another object to provide a sturdy crossmember articulated along its length for movement of the axles in vertical planes and resistant through a stiff rubber sleeve against relative horizontal movements of the axles.

Other objects and advantages will become hereinafter more fully apparent as reference is had to the accompanying drawings wherein my invention is illustrated and in which Figure 1 is a plan view of my improved truck,

Figure 2 is a side elevation of the truck,

Figures 3, 4, 5 and 6 are vertical sections taken along the lines 3--3, 4-4, 5-5 and 6-45 respectively of Figure 1.

More particularly, I refers to the wheels of the truck which are journalled on axles 2 by the journal bearings 3, which are in turn retained by the journal boxes 4. Segments 5 of rubber, or equivalent material, separate the journal boxes from and retain the boxes in the equalizers 6' sible transverse movement of the journal boxes in the equalizers but it will be observed that there is no metallic path from the wheels to the equalizers. The segments 5 do not completely encircle the journal boxes as such construction would preclude the amount of fore and aft movement of the journal boxes in the equalizers which is necessary to prevent hunting. The segments are therefore used only above andbelow the axles so that such fore and aft movement becomes possible and is resisted by the segments partially by shear and partially by compression.

The equalizers 6 are connected by tubes 8 which serve to support clasp 9 of standard or special design, brackets I projecting outwardly from the equalizers for this purpose. The connection of each tube 9 to its bracket [0 is through a sleeve I i of elastic material.

Also connecting the equalizers is a sturdy member l2 integrally secured at its ends to the equalizers and articulated in the center by means of a sleeve l3 of elastic material. There is only one member l2 per truck. Relative horizontal movements of the equalizers are accompanied by very stiff elastic restoring forces whereas relative movements of the equalizers in vertical planes are accompanied by relatively soft elastic'restoring forces for the reason, that the relative horizontal movements are resisted by the sleeve l3 in compression whereas movements caused by the elevation of one wheel with respect to the others, above referred to as resulting in relative movements of the equalizers in a vertical plane, are resisted by torsional shear of the sleeve I3. The stiffness of the member I2 constitutes the supporting structure for the segments 5 into a firm base very considerably more resistant to horizontal deformation than a standard truck.

With the structure thus far described it will be seen that there are no free clearances analogous to conventional pedestals and that there are no points of friction analogous to the vertical sliding of the journal boxes in their pedestals. It will be seen also that the equalizers are so constructed as to serve as the sole means for connecting the axles together and that these equalizers are adaptable for longitudinal and vertical loading, serving to support the clasp brakes. Track brakes may also be suspended from these equalizers in the manner similar to that shown and described in my co-pending application Serial Number 69,636 filed March 19, 1936, now Patent No. 2,150,630, granted March 14, 1939. It will be further seen that all points of juncture include elastic sleeves.

The equalizers 6 are also employed to support the main frame. For this purpose a plurality of large cylindrical cups 14 are suitably formed integral with the equalizers at spaced points. These cups each serve as a retainer for springs formed of alternate cylindrical layers of metal 15 and rubber or equivalent material l6,sthe inner layer of which supports a central shaft H. The shafts I! are load imposing members in the case of downward forces and are each fixedly secured to a corner of the main rectangular truck frame l8. The frame. is formed with one or more steps 19 for each opening around its regions of juncture with the shafts I'I, these steps being normally spaced from contact with a spring member l5. After a predetermined downward movement of the frame l6, deflecting the springs, the steps contact the metallic members l5 therebelow thus taking out of further deflecting action the interior layers of rubber Hi. The result is a stiffening of the springs under greater loads. One step I9 is illustrated for each spring but more may be used, if desired, under the teachings of my copending application Serial Number 23,651, filed placed in this cut-out portion with the trunnions journalled in the ends 25. The bolster 26 has cylindrical ends journalled in the bearings 23 and is free to oscillate with its bearings 23 with respect to the ends 25 and also in its bearing 23. There is no sliding movement of the bearings 22 on their supports 20 nor is there any sliding of the trunnions 24 in the ends 25. The swing links therefore swing in a constant relation and transmit all driving forces between the bolster and the frame.

Intermediate the ends of the bolster 26 is a center bearing well 21 to receive a king pin 28 fixedly secured to and depending from a car body (not shown). The top of the well is formed to receive and retain a center bearing member 29 for engagement by a relatively movable bearing member 39 movable with the king pin 28. Adjacent the bottom of the well 21 is a line-up bearing 3|. Felt rings 32 prevent loss of lubricant.

It will be-seen that the frame l8 can have no natural vertical oscillations independent of the body because there are no springs therebetween. The other spring truck parts are all suspended in such manner that they have no harmonic response to the frequencies of impulses imparted thereto. It will be seen also that friction has been eliminated to the extent that all impulses are transmitted by springs and hence high values of accelerating forces originated by impulses at the rail joints are precluded from direct transmission from the truck to the car body as the springs respond to all impulses.

The truck herewith illustrated is of the outboard bearing type having no axle housings. It will be apparent that many of the teachings herein are readily applicable to other types of trucks and I therefore desire to be extended protection as defined by the appended claims.

What I claim is:

1. In a rail truck, axles, outboard journal bearings for said axles, equalizer bars connecting the bearings of opposite axles, and elastic means between said bearings and said bars, said means comprising a pair of elastic segments each extending less than 180 in circumference and positioned so that the opposed faces thereof are all substantially horizontal thereby resisting relative vertical movements between said bearings and said bars by compression and relative fore and aft movements between said bearings and said bars by a combination of compression and shear.

2. In combination in a rail truck comprising axles, journal bearings for said axles, a frame and equalizer bars connecting the bearings of opposite axles, elastic springing elements separating the journal bearings and bars, and elastic shear elements supporting the frame from said bars, said elastic elements being of such a character as to resiliently restrain all movements of said bars relative to said bearings and said frame.

3. In combination in a rail truck comprising axles, journal bearings for said-axles, equalizer bars connecting the bearings of opposite axles and a main frame, elastic elements interposed between each of said bearings and its equalizer bar, said elements resisting vertical loading by compression and fore and aft loading by a combination of compression and shear, and elastic springs supporting said frame from said equalizer bars,

said springs resisting vertical loading by shear and horizontal loading by compression.

'4. A rail truck comprising axles, journal bearings, equalizer bars each-having a large cylindrical opening at each end thereof in which one of said journal bearings resides, elastic segments above and below each of said journal bearings together totalling substantially less than 360 degrees in circumference whereby said journal bearings are each capable of substantial fore and aft movement with respect to their equalizer bars, a truck frame, and elastic springs supporting said frame directly from said bars.

5. A frame for a rail truck comprising side members and a main cross member rigidly connected to said side members and connecting said side members, said cross member offering great resistance to diagonal distortion of the frame in a horizontal plane, said crass member being in two telescoping parts with an elastic sleeve separating said parts.

6. In a rail truck having wheels, axles and outboard bearings for said axles," equalizer bars connecting the bearings of opposite axles and resisting relative fore and aft movements therebetween, a main cross-tie comprising two telescoping parts rigidly connected to raspective bars and connecting said bars, and an elastic sleeve separating said parts.

7. In a rail truck having wheels, axles and outboard bearings for said axles, equalizer bars connecting the bearings of opposite axles and resisting relative fore and aft movements therebetween, and a main cross-tie comprising two.

.telescoping parts rigidly connected to respective connecting said bars, and elastic sleeves between said cross-members and said bars at their points of connection.

9. In a rail truck having wheels, axles and outboard journal bearings, equalizer bars connecting the bearings of opposite axles, elastic cushioning elements between each of said bearings and its bar resisting all relative vertical and horizontal movements therebetw'een, cross-members constituting clasp brake supports connecting said bars, and elastic sleeves between said cross-members and said bars at their points of connection.

10. In a rail truck, axles having outboard journal bearings, equalizer bars connecting the journal bearings of opposite axles, elastic supports between each of said bearings and its bar whereby all relative motions between said bearings and said bar are yieldingly resisted without mechanical friction, a main frame, elastic springs between said frame and said bars yieldingly re'- sisting all relative motions between said frame and said bars without mechanical friction, a swing bolster, swing links pivotally connected to said frame and supporting said bolster, said swing links transmitting all driving and retarding forces between said frame and bolster, and means associated with said bolster for receiving the loading of a car body thereon.

11. In a rail truck, axles having outboard journal bearings, equalizer bars connecting the Journal bearings of opposite axles, elastic supports between each of said bearings and its bar whereby all relative motions between said bearings and said her are yieldingly resisted without mechanical friction, a main frame, elastic springs between said frame and said bars yieldingly resisting all relative motions between said frame and said' bars without mechanical friction, a swing bolster, swing links for said bolster pivotally connected to said frame and adapted to swing in a constant vertical plane with respect to said frame, and a center bearing construction carried by said bolster for transmitting the loading of a car body to said frame without the interposition of springs.

12. In a rail truck, a main frame, a swing bolster, swing links pivotally connected at one end to said frame and universally supporting said bolster at their other end, said swing links being adapted to transmit all driving and retarding forces between said frame and said bolster, and a center bearing construction associated with said bolster for receiving the loading of a car body 1 thereabove.

13. A truck of the character described comprising side frames; a transom unit yieldingly supported on the side frames so as to be capable of movement in any direction; and a bolster directly suspended from the transom unit and provided with a deep socket adapted to receive a king pin and to prevent tilting movement thereof.

14. In a truck of the character described, side frames, 9. transom unit yieldingly supported on the side frames so as to be capable of movement in any direction; a bolster provided with a king pin element receiving portion; adapted to prevent rocking movement of the king pin element; and link and trunnion mechanism for swingingly supporting the bolster from the transom unit.

15. A truck of the character described comprising a single piece side frame at opposite sides of the truck; a sectional spacer rod between the two side frames; and a resilient connection between the rod sections adapted to resist movement of -one frame relative to the other.

16. A truck of the character described comprising side frames. 9. transom unit yieldingly supported on the side frames by means capable of movement in any direction; and a bolster swingingly supported from the transom by means directly connected with the bolster and the transom.

1'7. A truck of the character described comprising side frames; 9. transom unit yieldingly supported on said side frames so as to be capable of movement in any direction; and a bolster directly suspended from the transom unit and provided with a deep socket adapted to receive a king pin and to prevent tilting movement thereof.

18. In a truck of the character described, side frames, a transom unit yieldinglysupported on the side frames so as to be capable of movement in any direction; a bolster provided with a king pin element receiving portion adapted to prevent rocking movement of the king pin element: and link and trunnion mechanism for swingingly supporting the bolster from the transom unit.

EMIL H. PmON.

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