US2636451A - Railway truck and body organization - Google Patents

Description

April 28, 1953 M. WATTER 4 2,636,451

RAILWAY TRUCK AND BODY ORGANIZATION Filed Dec. 50, 1947 4 She ets-Sheec 1 INVENTOR Midmel Waiter ATTORNEY A ril 28, 1953 M. WATTER RAILWAY TRUCK AND BODY ORGANIZATION Filed Dec. 30, 1947 4 Sheets-Sheet 2 IIIIIIIIII l N V EN TOR Michael Wat tar ATTORNEY April 28, 1953 M. WATTER RAILWAY TRUCK AND BODY ORGANIZATION 4 Sheets-Sheet 3 Filed Dec. 30, 1947 R mu mm V mm m m M ATTORNEY April 1953 M. WATTER 2,636,451

RAILWAY TRUCK AND BODY ORGANIZATION Michael Waiter ATTORNEY INVENTOR Patented Apr. 28, 1953 RAILWAY TRUCK AND BODY ORGANIZATION Michael Watter, Philadelphia, Pa., assignor to Ihe Budd Company, Philadelphia, Pa., a corporation of Pennsylvania Application December 30, 1947, Serial No. 7 94,569

The invention relates to railway car rolling stock and, more particularly, to the truck and body organization.

It is among the objects of the invention to simplify such structures, to reduce their weight, to lessen the communicating of noises and highfrequency vibrations to the body, to cushion the relative movements between truck and body by a simplified cushioning means, to improve the riding qualities, and to make the parts readily accessible for servicing and repairing.

These and other objects and advantages and the manner in which they are attained will become apparent from the following detailed description when read in connection with the accompanying drawings forming a part of this specification.

In the drawings:

Figure 1 is a plan view of a truck structure according to the invention with parts broken away and shown in section;

Figure 2 is a side elevational view of the truck shown in Figure 1, when combined with a car body mounted thereon;

Figure 3 is a vertical longitudinal sectional View, on an enlarged scale, the section being taken substantially along the broken line 3--3 of Figure 1;

Figure 4 is a vertical transverse sectional view on the same scale as Figure 3, the section being taken substantially along the broken line 4-4 of Figure 1; and

Figure 5 is a horizontal transverse sectional view on the same scale as Figure 3, the section being taken substantially along the broken line 5-5 of Figure 4.

The truck according to the embodiment of the invention shown in the drawings is comprised of a simple frame, H-shaped when viewed in plan and designated generally by the numeral Hi. This H-shaped frame includes the longitudinally extending side frame members II, M and a central transverse interconnecting member 12 extending between the side frame members and rigidly connected thereto. The central portion of this member is offset downwardly, see Figure 4, to provide clearance for the body mounted on the truck and generally designated by numeral 13.

As shown in Figure 3, the memer i2 is of generally T-, I- or other open-cross-section having a deep vertical web l4 interconnecting a top chord l5 and a bottom 16. It will be noted that the top chord is somewhat wider in section'than the bottom chord and that the ends of these chords are widened where they are joined to the side frames but this is a particular embodiment and 1 Claim. (Cl. 199) may vary, for instance, by using corner tubular reinforcements. Such a transverse member is strong in tension and compression and in longitudinal shear so that it suffices to hold the side members in tram, but because of its open construction, it is sui'ficiently flexible in torsion to permit the side frame members to rotate slightly with respect to each other about a horizontal transverse axis, such rotation being desirable to allow the wheels supporting the truck frame to follow the usual track irregularities.

The ends of the truck frame are supported by wheel and axle assemblies generally designated ll, these assemblies being flexibly connected to the side frames, as by universal joint structures, not shown in detail herein, which permit limited tilting of the axles with respect to the side frames. Such movement may be restrained by rubber cushions (not shown) in the universal joints, which also dampen the shocks and avoid transmission of high-frequency vibrations between the wheel and axle assemblies and the truck frame. I

As shown, each wheel and axle assembly I! is comprised of a hollow fixed axle it connected by the above referred to universal joints to the respective side frames. A rotary axle l 8', Figure 3, is suitably mounted. as by anti-friction bearings, interposed between the ends of the fixed axle and the rotary axle, this rotary axle extending outwardly beyond the side frames and carrying the wheels I 9 rigidly secured thereto adjacent its ends and just outboard of the side frames. If desired, the rotary axle may be split so that each wheel is free to rotate independently of the other.

The truck Organization so far described lends itself readily to the provision of brakes arranged outboard of the frame where they are readily accessible for replacement or repair. such brakes may comprise a rotary disc brake member 20 rotating with the adjacent wheel i9 and with which cooperating non-rotary brake means (not shown) mounted On a laterally projecting bracket 2| formed integrally with the end. of the truck side frame ll. Such bracket is in this instance shown arranged outwardly of the associated wheels and brake discs, but it will be understood that it could be arranged on the inward side of the wheel and brake disc, if desired, or may be used in connection with the customary clasp means. Where an anti-wheel slide device is utilized as shown, the casing 22 for enclosing it may be rotatably mounted on the projecting re duced end of the rotary axle, and held against rotation by an arm 23, connected by a suitable rubber cushioned joint structure 24 to the adjacent side frame. Similar brake mechanism and anti-wheel slide arrestors may be provided at each wheel.

The car body, with the improved arrangement, is carried through spring means, designated generally by 25, directly by the side frames ii of the truck. between the longitudinally spaced wheels thereof. Such spring means; are preferably of the pneumatic-cushion type which permit all relative movements between the car body and truck frame through deformation, of the cushions. by the truck side frames, and the springs are free to permit the necessary.- vertical. lateral and rotary movements between thewcarbcdy'and truck, it will be seen that the truck and car structure can be very much lightenedandsimplihad over known constructions. The truck bolster, swing hangers and spring plank are 3,11, elimi.-- nated, and the car body-bolster may also be materially lightened.

Tov attain these ends, the; car, body is supported at each side by apair of longitudinally spaced pneumatic springs, each, designated by numeral 25, these springs being of aknow-n-variety having flexible side walls 353 of suitably reinforced rubber or the like and having their ends secured to plates2l and. 28, see-Figure l, secured, respectively, to the car: under-frame: and to the laterally widened tepid-ofthe.- truck side. frames. While the drawingsshow: but. one suchunitconsisting. of side walls 35. and plates 21 and, 28 at each spring location, it will be understood that the showing is merely exemplary, and it is within the compass of the invention to use more than one such unit in superposedrelation where more flexibility is desired. These spring units will be understood to contain air or other gas or fluid under compression and; to be. connectedwith. an air or other gas, or fluid reservoir tov obtain the desired spring characteristics. as is. well: known in air springs. In, fact, space for such a reservoir has been provided on the side frames; of the truckas shown by thecurvcd outline Qi. theframe at: 35., Fi ures. 2 4. and: 5.,

As clearly shown inlligure, i, each, spring unit Zfihas. its bottom plate 281 seated-on a flatrfaced circular bossv 32- on the side frame. and is held from shifting laterallyby a ring 33 secured, to

the plateandencircling-theboss 3,21. The, upper r Plate 21 has a.circular recess thereon formed in thiscase by welding av ring 3A. to the; plate, and the lower flat face of a circular side bearing 35 secured to thecar body bolster 35 seatstherein,

suitable wear and. reinforcing plates 33 being provided between the side bearing faceand the spring unit plate 31-. With this arrangement, it will be seen that thespring unitszo may bereadily' located in place and/or removed by firstlifting the car body oi the truck.

At the sametime, itwillbe seen that since each of the spring units is: similarly mounted, all of them unite to participate: in the-lateralmovement f the car bodywith respect to the truck, as well to. permit such movement; as, is desirable in rounding curved track, by the deformation of the side walls of the units;

To avoid excessive lateral and vertical movements between the car body-and the truck and to act as safety means, suitable stop means are provided. This stop means for each side frame comprises a stop abutment 31" secured to project above the truck side frame proper, see Figure 4, and faced on its top and its inner side with a rubber buffer 38. A stop bracket 39- havinga V- Sin-ce the load is carried directly opening providing horizontal and vertical faces for engaging the top and inner side of the stop abutment 3'! is secured in opposed relation thereto on the car body bolster 36 and provides safety in case of spring failure.

The air springs are also of sufficient yieldability in their side walls 39' tapermit the limited distortion necessary to allow. the usual" swivelling movement of the truck with respect to the car body, without presenting excessive resistance,

Thus it will be seen that one and the same means, namely, the pneumatic springing cushions 25,,cushion. the, relative vertical movements,

while permitting the relative lateral movements and the relative rotary movements between the truck and car body and at all times tend to return the parts to normal position after deformation of, the cushions. Ease of riding is thus assured, since all minor vibrations are readily absorbed by the, cushion springs.

Since. the usual interfitting loadecarrying center plates on truck and car body are omitted in this construction, suitable driving. meanshas to be provided between the car body and truck, but such means must be of a nature to permit the relatively free action of the pneumatic spring units 26 and the slightv tilting of the sideframes with respect to each. other about a transverse axis. Such meansis most clearly shown in Figures 3, e and Thismeans also provides a vertical axis about whichthe car. body and truck turn relative to each other.

In the form shown, the car body center sill 48 has secured to it a recessed center plate 4ft adapted to receive in said recess an upward projection ll on a spider member 42 associated with the truck, these parts being preferably cushioned with respect to each other by a rubber cushion 43' between the bottom of the recess in center plate at and the top of the. projection M and being held in assembled but relatively rotatable relation by a usual. form of king pin, as 4 The spider member 42- is connected to, each side frame ll of the truck. by similar means. Such means is arranged to impose limited restraint upon the; relative vertical and lateral movements between the truck and car-body, but yet allow the pneumatic springs tofunction relatively freelyin, their intended manner, as described herelnbefore.

Since the driving means on opposite sides of thetruck are similar, butoneof; these meanstneed be described.

As shown in Figures 3 and. 5, longitudinally spaced brackets 45 are rigidly secured to the inner face of the side frame member I I. These brackets carry large diameter bearings receiving tubular trunnions it between which and the respective bearings are received therubber bushings 47 suitably seoured thereto as by vulcanizing. The adjacent ends of the trunnions 46 extend some: distance beyond the respective bearings and tothese ends are securely calmped the, vertically extend.- ing arms 48. The upper ends of the arms Mare provided with bearings 69 receiving trunnions 5!] on the, ends of a longitudinally extendingbeam 5i between the arms. The trunnions 59 are-held in place by nuts screwed onto the. projecting screw-threaded ends thereof. Rubber bushings 52 are provided between the bearings 49 and their respective trunnions 50. The longitudinally ex-- tending beam has a central transverse opening therethrough providing spaced bearings 53, 53 in which is mounted through rubberbushings 54, 54

55 a trunnion or shaft 55 secured in place by a washer and nut screwed onto its screw threaded end. The opposite end of this trunnion is integral with a sleeve 55 extending between bearings 51, 51 on the spider member 42. These parts are secured together by a bolt 58 passing through the bearings and sleeve and washers inserted between the ends of the respective bearings 51 and the head and nut of the bolt respectively. These bearings and the bolt are also spaced by rubber sleeves 59, 59.

It will be seen that by this arrangement a positive drive is obtained between the king pin 44 and the side frames H of the truck on each side of the truck, yet the means for providing this drive are restrained from following the relative vertical, lateral and rotary movements of the truck and car body only by the torsion of the rubber sleeves in the bearings. It will be noted that the rubber in most instances is vulcanized to two metal sleeves, which may be fitted into the bearings of the trunnions associated therewith so as to allow slipping without straining the rubber in case of excessive movement.

While a specific embodiment of the invention has been described herein, it will be understood that changes and modifications may be made by those skilled in the art without departing from the main features of the invention, and such changes and modifications are intended to be covered by the claim appended hereto.

What is claimed is:

A railway car and truck organization comprising a truck having longitudinally extending side frame members supported by wheels adjacent their ends, a transom interconnecting the side members centrally thereof, and a car body resiliently supported solely from the intermediate portions of said side members. said resilient support comprising hollow air cushions having flexible walls and being designed to provide for vertical springing movement between said body and truck and also limited relative lateral and rotary movements, by reason of the flexibility of the cushion walls, between said body and truck, and means flexibly connecting said, truck and body to form a driving connection between them and restraining such lateral relative movements, and means including a perforated center plate on one of said truck and body, and a central perforated member on the other one of said body and truck mating with said center plate, said plate and member receiving a center pin loosely in the perforations thereof, whereby said means allows relatively free vertical springing movement between the body and truck frame while restraining excessive relative lateral movement therebetween.

MICHAEL WATTER.

References Cited in the file of this patent UNITED STATES PATENTS Number Name Date 595,617 Gallagher Dec. 14, 1897 700,992 Symons May 27, 1902 850,387 Mather Apr. 16, 1907 1,466,590 Kelley Aug. 28, 1923 1,649,352 Kiesel Nov. 15, 1927 2,208,538 Brown July 16, 1940 2,488,288 Gouirand Nov. 15, 1949 FOREIGN PATENTS Number Country Date 52,781 Denmark Mar. 8, 1937 757,880 France Oct. 16, 1933 800,843 France Apr. 6, 1943 784,969 France July 30, 1935 171,202 Switzerland Nov. 1, 1934

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