US1701271A - Car truck - Google Patents

Description

2 Sheets-Sheet l z www... d

Feb. 5, 1929.

w. H. MussEY CAR TRUCK Filed July 8, 1.926`

Feb. 5, 1929.

W. H. MUSSEY.

2 Sheets-Sheet 2 je; hi

Patented Feb. 5, 1929.

UNITED STATESl WILLIAM H. MUSSEY, OF CHICAGO, ILLINOIS, A SSIGNOR TO PULLMAN CAR AND MANU- FACTURING CORPORATION, OF CHICAGO,

ILLINOIS, A CORPORATION ILLINOIS.

CAR TRUCK.

Application filed July 8,

My invention relates to car trucks for use in railway cars generally, and particularly in cars engaged in passenger carrying service.

One object of my invention is to prevent the synchronization of the truck springs and of the springs and car body without disturb# ing the normal functioning of the springs andv without the use of extraneous dampening devices.

Another object is to so dispose and proportion the coil springs in the truck organizat-ion that the aggregate dellection obtainedwill be in excess of the maximum compression value of any one' oi'- said springs. v.

A further object is to utilize the great stability of coil springs having less working load height than their respect-ive diameters and to dispose the springs thus proportioned to obtain an aggregate deflectionin excess of the maximum compressionfvalue of the individual springs.

A further and important object is to dispose coil springs of dilferent frequencies respectively above'and belowthe equalizers so that vibrations set upl by abrupt changes in the direction and magnitude of the applied stresses will not be synchronized;

Another object is to yprovide a pivotal mounting for the springs having a bearing upon the equalizing of the truck and adapted foi-temporary connection with the frame of thovtruck during the lassembling operation.

In vcarrying out my invention, I provide a truck frame mounted upon'coil springs of a given frequency and a vpair of underlying equalizerbars supported at their respective ends upon journal boxcoil springs of another"` and'diierent frequency, the purpose being to causeV the set of springs upon the equalizers to vibrate asynchronously with respect to the springs supporting said equalizersfso that vibrations set up in-the springs supporting the equalizer bars will loe offset by those ocl curring in the springs upon the equalizers,

thereby preventing the building up of "the combined recoil values of the several springs and communicating them to the car body in the form of reactionsto truck movement over high spots' and depressions inthe track.' 'Because of the stability inherent in springs of greater diameter than working load' height, their use is preferred since side thrusts caused by sudden changes in the direction and rintensity of stresses resulting from bufing impact or the surging, swaying and lagging 192e. serial No. 121,172.

movements of the car are met by springs thus proportioned without appreciable side sway or eccentric loadingof the coils.

The foregoing andother objects are attained by the mechanism illustrated in the accompanying drawings, in which,-

2-2 of Fig. 1, and looking in the direction indicatedby the arrows, a portion of one of the pair of wheels being broken away to better show the method of mount-ing the respective equalizers upon the springs resting upon the journal boxes; Fig. 3 is a vertical sectional view taken on line B-Bfof Fig. 1, looking in the direction indicated by the arrows and showing the methodor'v seating the truck frame upon one of the supporting` springs pivotally mounted upon an equalizer bar;

Fig. 4 is a vertical sectional view taken on line 4 4 of Fig. 1, looking in the ydirection indicated by the arrows and showing the truck frame assembled with the spring, spring cap, and equalizervbar at the truck pedestal position and indicating the opening in the pedestal jaw for the reception of the equal? izer bar;

Fig. 5. is a similar view of the truck taken on line 5-5 of Fig. 2, looking inthe direc* tion indicated by the arrows and showing the swing bolster hanger mechanism mounted upon the transoms of the truck fr amein assembled relation withone of the equalizer bars;

combined spring cap and `equalizer barseat fat the journal box position; and

` upon ellipticsprings 14 seatedupon a spring plank 15 havingv a bearing at its ends upon vcross-barsl connecting the lower ends of Fig. 6 is an isometric underside view of the swing links 17 pivoted at 18 upon the transoms asbestshownin Figs. 1,2, and 5. Spaced above the elliptic springs 14 are equalizerl bars 19 supported at their ends upon the ournal box springs 2O and depressed' between their ends and said springs to provide space between the bar and the wheel piece 11 for the frame supporting springs 21 mounted at intervals upon the equalizer bar at points between the ournal box springs. The wheel pieces 11 are itted at their ends with pedestal jaws 22 flanking the journal boxes 23 and springs 2O and adapted for vertical 1nove ment between guides on the journal boxes.

The wheel pieces are further provided with inwardly projecting bracket portions 25 adjacent the transoms 12 for supporting the brake rigging. The dead levers 26 are pivotally mounted upon the brake heads 27 supported from hanger links 28 suspended from the brackets 25; said brake levers 26 are anchored to guides 29 pivoted to lugs 30 on the brackets. IThe live brake levers 31 are similarly supported on the opposite side of the bolster 13; the brake heads 32 are hung from hanger links 33 suspended from brackets 25 and connected at their lower ends to the dead levers26 by compression bars 34 and actuated by means of a brake equalizer bar 35 connecting the live levers at their upper extremities to the air cylinder pull rod 36 at the center of the car, the brake equalizer being -slidably supported upon strap brackets 37 secured to adjacent transoms 12 as best shown in Figs. 1, 2, and 5 of the drawings.

The supporting equalizers 19 are provided with spring seat supporting pins 40 having each a relatively large intermediate portion 41 snugly fitting respective openings in the equalizers and contracted trunnion portions 42 projecting from opposite sides of the equalizers. These pins are designed to carry a bifurcated spring seat 43 asti-ide the equalizers as best shown in Fig. 3 of the drawings to provide a pivotal mounting for the spring seat and permit slight rocking movement thereof in response to the constantly shifting relation between the frame supporting springs 21 and the equalizers 19. The seats 43 are removably mounted upon the trunnions 42 and provided with a pair of downwardly opening bearing portions 44 spaced apart to provide an intermediate opening 45 for the reception of the associated equalizer 19 between them. Rising from the spring bearing portion 46 oit' the respective seats 43 are bolt head pockets 47 open downwardly and to one side to receive the head of a bolt 38 shown in dotted lines in this figure for temporarily securing said' seats 43 with respective springs 21 to the adjacent wheel piece 11 during the assembling of the equalizers 19 with the truck frame; for this operation the bolt 38 is entered through openings 48 in the wheel piece, and

fitted with a relatively large supporting washer 49 covering openings 48 and there held by suitable nuts 39 also indicated in dotted lines. Y I

The truck frame supporting springs 21 are disposed on opposite sides of the transverse center of the truck and intermediate the pedestals and transoins of the truck frame as shown in Figs. 1 land 2 of the drawings; this disposition of the springs 21 permits of' the use ot a wheel piece of a relatively small cross-sectional area between the spring pockets 5() of the truck frame by virtue of which a-substantial reduction in the depth of the wheel pieces 11 may be effected for a purpose that will presently appear. The reduction in the depth of the wheel pieces between the spring pockets 50 permits the dropping of the upper side ofV this portion of the frame below the upper extremities of the brake levers and their connections and the raising of the underside of said reduced section to provide ready access to the brake gear for inspection and replacement; the dropping of the upper side of the wheel pieces 11 lends itself to the use of equalizer bars 19 having their ends supported upon the journal boX spring caps 51 at levels substantially higher than the trunnion supports 42 for the pivoted spring seats 43 in the depressed portion of the equalizers thus further enhancing the stability ofV the assembled structure and materially lowering the center of gravity of the truck as will be understood. The construction admits of the -use of relatively shallow equalizer bars 19 which also permits ready `access to and inspection of the swing bolster mechanism from the side of the car since the-equalizers are housed within their respectivewheel pieces 'llland Awell above the elliptic springs 14 supporting the bolster 13. As indicated in Figs. 3, 4, and 5 of the drawings, the pedestal jaws 22 and transoms` 12 are provided with openings 52 and 53 respectively for the reception of the equalizer bars 19; the bars are assembled with the truck frame by first entering them in openings 52 in one of the pedestals 22 and passing them through the openings 53 in the transoms 12 and finally through openings 52 in the pedestals 22 at the opposite ends of the wheel pieces 11 as best shown in Figs. 1 and 2 of the drawings. l

In assembling the equalizers 19 with the truck frame 10, the frainesupporting springs 21 and their respective seats 43 are first secured to the wheel pieces 11 by means of the temporary bolt 38 above noted 'before the equalizers are introduced, since it would be impossible to enter the springs and seats after the bars are in lplace as will be obvious;

' after the equalizers are in position with their ends resting upon the journal boxes 23, sup-Y porting pins 40 are inserted in suitable openings in the equalizers 19, and journal box izo springs 20 with their respective cap pieces 51 are then mounted upon the journal boxes and under the ends of the equalizers thereby raising the equalizer bars to effect operative engagement between trunnions 42 of' pin 40 and bearings 44 ofI spring seats 43, whereupon the bolts 38 holding the seats 43 and springs 21 to the frame, are removed. Because of their position between two sets of springs located aboveand below them, the equalizer bars will transmit the full compression value of the set of springs 21 above said bars 19 to the other springset whereby the flexibility of the truck as a whole is increased to the extent of' the additional compression value of said springs 21. Thus positioned, the equalizer bars 19 become floating members through the medium of which vibrations set up in one set of springs are transmitted to the othei' to prevent syn` chronization between them without affecting the normal flexibility of the several springs.

In the arrangement described there has been provided a mechanism designed to absorb the vibrations arising from inequalities in the track structure when traversed by cars of great weight and capacity at high speeds. As designed, the mechanism prevents the transmission of' shocks occasioned by the rapid passage of the wheels over high spots and depressions in the rails-to the car body, by the use of floating equalizers suspended between springs of different capacities. It should-be noted that while springs of different diameters are preferred and shown inthe present embodiment, it is conceivable that within the scope of the invention the required difference in the capacities of the springs respectively above and below the equalizers may be obtained with springs otherwise proportioned, and though double coils made up of springs of different capacities are used to obtain a localized dampening effect at the 4several spring positions the inner coils operation of the assembly'as a whole. It

should also be noted that while the inventionA is-described with special reference to foury wheel'trucks, the invention may be adapted with equal facility to six wheel trucks.

IVhat I claim is z-f y 1. A railway car truck including journal boxes, coil springs having a predetermined frequency value mounted upon said boxes, equalizer bars supported at their ends upon said springs, other coil springs having a frequency value different from said first mentioned springs mounted upon said equalizer bars, and a truck frame supported upon said last mentioned springs, the outer coils of all of' said springs being severally'of greater diameter than their respectivefworking load height.

2. A railway car truck including journal boxes, springs upon said boxes, equalizer bars depressed between said boxes and j mayv be dis-v pensed with if desired, without affecting the supported at' their ends upon lsaid springs, v

other springs pivotally mounted upon said equalizer bars intermediate their ends, and atruck frame supported uponsaid last mentioned springs, said frame having dropped portions between said f pivotally mounted springs and adapted to receive said equalizer bars.

3. In a car truck including. journal boxes, springs upon said journal boxes, equalizer bars depressed between said boxes and supported at their ends upon said springs, other springs upon said equalizer bars intermediate their ends, and a. truck frame sup ported upon said last mentioned springs, said` tween said boxes and supported at their ends upon said springs, other springs entered in the pockets of said truck frame wheel pieces, and seats for said last named springs pivotally mounted upon said equalizerbars.

` 6. In a car truck including journal boxes,

wheel pieces having dropped intermediate.

portions terminating in spring pockets at relatively higher levels, springs upon said boxes, equalizer bars depressed between saidl boxes and supported at their ends upon said springs, other springsrentered in the pockets of said wheel pieces, and seats for said last attachment to said wheel pieces.

7. In a car truck including journal boxes,

wheel pieces yhaving dropped intermediate j portions terminating in .relatively higher spring pockets, springs upon said journal boxes, other springs entered inthe pockets of the wheel pieces, and equalizer bars supported'between both sets of springs. j

8. In a car truck including journal boxes, springs upon said boxes, wheel pieces having dropped intermediate portions terminating in spring pockets at relatively rhigher levels,springs entered in the pockets of said wheel pieces, and equalizer bars extending below and-supporting said last mentioned' springs and the wheelv pieces, said equalizer bars having raised terminal portions beyond said last mentioned springs adapted for sup- `springs vupon said boxes, equalizer bars depressed bef jnamed springs pivotally mounted upon said equalizer bars and adapted for temporary lO. In a car truck including ournal boxes,

equalizer bars yieldingly supported upon said boxes, a truck trame yieldingly supported upon said equalizer bars and having pedestals and connecting transverse transoms, and openings in said pedestals and trans-oms for the passage ot' said equalizer bars.

l1. A railway car truck including journaly boxes, a set oit coil springs upon said boxes, equalizer hars supported at their ends upon said springs, another set oitl coil springs upon said equalizer bars intermediate their ends, and a truck 'frame support-ed upon said last mentioned springs, the springs ot one set having capacities respectively different from those ot corresponding springs ot the other set, the outer coils of all of said springs being severally of greater diameter than their respective working load height.

1:2. ln a car truck including equalizer bars and springs supported on .said bars, seats for said springs pivotally mounted on said bars, and supporting pins for said seats journaled in said bars and held from displacement by said seats.

13. Ina car truck including equalizer bars and springs supported on said bars, seats for said springs pivotally mounted on said bars, and supporting pins for said seats journaled in said bars and having intermediate and end trunnion port-ions, said seats vhaving downwardly opening trunnion bearing portions adapted to hold said pins from displacement.

let. A railway car truck including journal boxes, coil springs upon said boxes, equalizer bars supported at their ends upon .said springs, other coil springs upon said equalizer bais intermediate their ends, and a truck trame supported upon said last mentioned springs, the outer coils ot' said springsbeing severally greater in diameter than their respective working load height.

15. A railway car truck including journal boxes, coil springs upon said boxes, equalizer bars depressed between said boxes and supported at their ends upon said springs, other coil springs mounted upon said equalizer bars intermediate their ends, and a truck frame supported upon said last mentioned springs, the outer coilsl of said springs being severally greater in diameter than their respective, working load height.

16. A railway car truck including journal boxes, coil springs upon saidv boxes, equalizcr bars depressed between said boxes and supported at their ends upon said springs, other coil springs pivotally mounted .v upon said equalizer bars intermediate their ends, and a truck frame supported upon sai-d last mentioned springs, the outer coils of said springs being severally greater in diameter than their respective working load height.

17. A railway car truck including journal boxes, coil springs upon said boxes, equalizer bars supported at their ends upon said springs, other coil springs upon said equalizer bars, and a truck frame supported upon said last noted springs, the out-er coils of all ofv said springs being severally of greater diameter than their respective working load height. f

In witness whereof I have hereto set my hand this 30th day of J une, 1926.

VILLIAM H. MUSSEY.

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