US2718196A - Bolster springing and snubbing means - Google Patents

Description

p 0, 1955 w. T. ROSSELL 2,718,196

BOLSTER SPRINGING AND SNUBBING MEANS Filed March 10, 1950 3 Sheets-Sheet 1 IN V EN TOR.

ATTORNEY Sept. 20, 1955 Y w, T, ROSSELL 2,718,196

BOLSTER SPRINGING AND SNUBBING MEANS Filed March 10, 1950 5 Sheets-Sheet 2 EIE-a- E INVENTOR. /4 ///4/V 7. flflasflz,

A TTOR/VEY p 0, 1955 w. T. ROSSELL 2,718,196

BOLSTER SPRINGING AND SNUBBING MEANS Filed March 10, 1950 3 Sheets-Sheet 3 TIE-.21 E

W/ZZ/AM 7: RUSSFZL ,4 770 R/VE y ivith respect to the bolster.

United States Patent ) fiice 2,7 18,196 Patented Sept. 20, 1955 This invention relates to rail trucks of the type equipped with a bolster mounted on springs for vertical arid lateral movements with respect to the main frame of the truck and has for its object to provide an improved aging system for the bolster by which the bolster will be entirely free of 'snubbihg friction in its central position but'whieh -"will be snubbed in response to lateral swinging movements of the bolster in proportion to the amount or degree of such movements.

Basically, a sprung bolster is supported for relative vertical movements with respect to its truck frame and for lateral movements relative thereto in a plane normal to the frame side rails. Where snubbers are provided they are carried by the side rails or by transoms and contact of the bolster with the snubbers usually depends entirely on acceleration or deceleration of the truck frame The snubbing action may, therefore, not be available at all times when needed, as it is obvious that lateral reactions of the truck frame with respect to the body often occur at times when there is ho such relative acceleration. As a solution to the above problem hydraulioshock absorbers, or spring suspensions of 'a type to throw the bolster against a snubber in response to vertical loading have been proposed. The aisaavantsgeei these solutions is that resistance to any movement of the bolster is then provided so that imiiierous vibrations are passed froi'nthe truck to the car 563$ at all til'fls While the body is moving.

Further, the hydraulic shock absorbers offer resistance in proporhaste the'speed of movement of the bolster whereas it is d cidedly preferable for the de ree of damping t0 asp; a upon the ainplitudeef the movement thereof.

object of this invention is to rovide a snubbing a'i'rangeiiieiit such that the bolster is free of all snubbing rename-e in its central or near central position, thus e1 Lingthe eonstahttransfer of small vibrations to the b y; but which increases its effect with increased By thus causing snubbi'ng ac-- swing ng of the bolster. cording to the position of the bolster the bolster suptie "ing springs may be made softer in a lateral direction.

" "Moipar ifcularly it is an object or this invention to stores a 'springing means for supporting each end of a 5615115! that the bolster my swin between gui diiig frictional surfaces and to so construct and arrange the means and the frictional surfaces that the v s freely at or near itscenter position but ch is de ected' by the springing means in response to swinging so f'that' its pressure against the frictional surnest will ihei'as'e as the swingin movement increases.

Another way of explaining the response is to say that the springing means reacts angularly to the force of the erally thereof representing the springing. In order for this requirement to be true it is seen that the reaction the king pin center in the same direction thus biasing the bolster against diagonally opposite friction surfaces (or snubbing pads) but this is not essential since, in one form of the invention, the ends of the bolster tend to rotate horizontally in opposite direction in response to bolster swinging movements thus deflecting the bolster againstfrictional surfaces on the same side thereof.

Another object of the invention is to teach the adaptation of the invention to a wide variety of operating requirements so that it will be obvious that it may be applied to various services operating at various speeds and under various track conditions so that riding comfort may be varied with the desires and ideas of the operator.

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 top plan view of a rail truck equipped with my invention, the left end of the bolster being omitted for purposes of explanation,

Figure 2 is a side elevation of the truck of Figure 1,

Figure 3 is a vertical section taken along the lines 3 of Figure 1,

Figure 4 is a top plan view of the upper spring cap of the spring of Figure 3,

Figure 5 is a bottom plan view of the lower spring cap of the spring of Figure 3,

Figure 6 is a top elevation of a modified form of bolster,

Figures 7 and 8 are vertical sections taken along the lines 77 and 8-8 respectively of Figure 6 showing the bolster spring assemblies and their supports,

Figures 9, 12, 15 and 20 are top elevations of the same type bolster as shown in Figure 6, 1

Figures 10 and 11 are vertical sections taken along the lines 10--10 and 11'11 respectively, of Figure 9 showing modifications of the spring assemblies which support the bolster,

Figures 13 and 14 are vertical sections taken along the lines 1313 and 14-14 of Figure 12 showing other modifications of the spring assemblies,

Figures 16 and 17 are vertical sections taken along the lines 16-16 and 17'17 respectively, of Figure 15,

Figure 18 is a top elevation of a bolster similar to that of Figure 1,

Figure 19 is a vertical section taken along the line 19'19 of Figure 18 showing an adjustment of the spring assemblies to a position different from that shown in Figures 1 and 3,

Figures 21 and 22 are vertical sections of the bolster of Figure 20 showing spring assemblies as in Figure 6 but with the adjustments of the assemblies difierently positioned.

More particularly, the numeral 1 indicates the wheels of a rail truck having main side frames 2. The side frames are each connected to axle housings 3 which house the axles (not shown) which are mounted in the wheels 1. Cross members 4 connected to both side frames 2 support the main driving motors 5 which are connected to the axles by' propeller shafts 6 through gearing contained in the axle housings 3. The truck herein illustrated is a street car truck but the invention is not limited to selfpropelled trucks and may find wide application to trailer trucks of various types.

The bolster 7 has the usual center bearing 8a'and is supported at each end by spring assemblies best seen in Figure 3 and as will be hereinafter described. The bolster is capable of vertical and lateral swinging movements and is guided in its lateral swinging movements by blocks of rubber 8 positioned fore and aft of each end of the bolster and carried by brackets 9. These rubber blocks 8 with the adjacent surfaces of the bolster provide rubber to metal friction when the bolster is in contact with the blocks 8. Even if the blocks 8 were adjusted for continuous contact with the bolster this condition would not hold true after slight wear so that the normal condition is for the blocks to have slight clearance with the ends of the bolster. According to this arrangement the bolster thus swings freely between the blocks but in the event of relative movement of the bolster with respect to the truck frame in the direction of travel of the truck the blocks act as snubbers for bolster swinging movements.

This same or an equivalent arrangement of frictional snubbing surfaces fore and aft of each end of the bolster is contemplated with each of the modifications shown in Figures 6 to 22 inclusive.

The spring assembly of Figure 3 is composed of a nest of springs composed of a large coil spring 10, a smaller coil spring 11 and a rubber spring 12 all of which have a common spring cap 13 over the top thereof and a spring cap 14 for the bottom thereof. The upper cap 12 has a rocker 15 which can rock with respect to the bolster, and the lower cap 14 has a rocker 15 which can rock on the side frame 2. These two rockers are parallel with each other and both are angularly disposed both with respect to the side frames 2 and the direction of swing of the bolster. The rockers at one side of the truck are angularly disposed with respect to each other, as shown in Figure 1.

The operation is as follows: since the rockers are angularly disposed with respect to the side frames they lend stability to the spring nests. During operation of the truck the bolster is free to swing at or near its central position. As the bolster swings to the right (Figure l) the right springs deflect laterally and the springs tilt in a direction away from the reader thus imparting a counterclockwise torque to the right end of the bolster. The swinging force of the bolster is thus broken into two components one of which represents the lateral springing while the other component acts to press the upper end of the bolster in contact with the rubber pad 8 on that side of the bolster. The left hand end of the bolster rocks its springs in the direction of the reader and sets up a counterclockwise torque also which forces that end of the bolster in contact with rubber pad 8 on the side of the bolster diagonally opposite to the block 8 under pres sure by the right end. The action is thus to bias the bolster in its snubbers in a counter-clockwise direction about the king pin bearing. The foregoing was explanatory of the movement of the bolster to the right (Figure 1). Now suppose that it swings back to its center and continues therepast toward the left. In that case, the spring assembly at the right end will tilt about its rockers toward the reader and the spring assembly at the left end thereof will tilt away from the reader. The biasing eifect is then reversed so that the right end will now have snubbing action against the block 8 nearest the reader and the left end will snub against the block 8 away from the reader. The action is thus in a clockwise direction. The pressure of the bolster ends against their snubbers, which may be called the biasing effect, will be proportionate to the swinging movement of the bolster, that is, proportionate to the distance through which the bolster swings and is therefore not related to the speed or acceleration of the swinging movement.

Figure 1 illustrates these rockers as being disposed at an angle of the order of 45 to the center line of the bolster. Figure 3 illustrates handles 17 on the spring caps 13 and 14. By rotation of the caps the angle of the rockers 15 and 16 with respect to the bolster center line may be altered. If, for example, the rockers of the spring assembly at the right end of the bolster are gradually rotated clockwise and those at the left end counter-clockwise then the component of the swinging force causing snubbing will become gradually reduced in favor of the other or springing component. In other words, the biasing effect will be thus reduced. On the other hand, if the rockers are oppositely rotated the snubbing elfect will be increased. Other effects may be obtained by rotating the rockers of the upper caps out of parallel with the rockers of the lower caps as will be hereinaftermore fully explained.

Figures 6, 7 and 8 illustrate the invention as applied to a bolster 18 having two spaced spring assemblies 19 and 20 supporting each end thereof. In this case each spring 21 and 22 of the spring assemblies 19 and .20 is provided with an upper spring cap 23, the lower ends of each spring resting firmly on a side frame 24. The caps 23 are each provided with rockers 25. The rockers 25 of the spring assemblies at each side of the truck are parallel with each other and form an angle of the order of 45 with-the truck side frame and the center line of the bolster 18. The rockers at the right end of the bolster are reversely set to those at the left side. The operation and effect is thus essentially the same as that explained in connection with Figures 1 to 5. Also the spring caps are each individually rotatable with respect to its spring by means of the manual means 26 so that the angularity of the two rockers at each end of the bolster may be varied with respect to the bolster center line and the spring cap of one spring assembly may be rotated with respect to the spring cap of the adjacent assembly, all with the results previously described. In this connection, it should be noted that the angularity of a rocker of the cap of a spring 21 at one end of the bolster should always be disposed at an angle similar to the corresponding spring 21 at the other end of the bolster, and the same requirement applies to the caps of the other two springs 22. It should also be noted in connection with the explanation of Figures 6 to 22 inclusive that, while each spring assembly is illustrated as having a single coil spring that it is contemplated that each could be composed of a spring nest of several springs, an example of which is illustrated in Figure 3. a

Figure 9 shows the same bolster 18 illustrated in Figure 6 supported at each end by two spring assemblies 27 and 28. The assemblies 27 are exactly similar to the spring assemblies 19 of Figure 7 and the spring assemblies 28 are the same also but with the spring cap omitted. The two spring assemblies on the same side of the longitudinal center line of the bolster carry the spring caps 29 and the rockers 30, which, in this instance, are illustrated as being normal to the center line of the bolster. The action in this case differs somewhat from that previously described. The spring assemblies 27 offer small resistance to swinging motion of the bolster, as compared with the resistance olfered by the assemblies 28. For lateral movements the effect is, thus that these assemblies 27 act like softer springs hence the right end of the bolster will attempt to rotate in a counterclockwise direccan be met.

Figures 15, 16 and 17 illustrate the bolster 18 supported by spring assemblies 35 and 36. Assemblies 36 are the same as the assemblies 19 of Figure 6, the springs thereof having similar spring caps 37 with similar rockers 38. The spring assemblies 35 include upper spring caps 39 having buttons 40 instead of the rockers 38. The assemblies 35 thus are freely capable of universal movement with respect to the bolster so that they do not restrain the bolster in any particular direction. In this case the rockers 38 would not be turned parallel to the truckside frames as there would not be sufficiently stability. Ob; viously, ifdesired, the spring caps 37 can be omitted from the assemblies 36 where the spring caps with buttonsare provided for the assemblies35. v

Figures 18 and 19 show the bolster of Figures 1, ,2 and 3' with similar spring assemblies to those-shown but with the rockers 44 and 45 of the spring caps 41 and 42 turnedat different angles. If both of the rockers were parallelto the. side frames 43 there would be insufiicient stability but there; is stability as. soon as either one is rotated out of such parallel ,relation. With the small rela tive rotation illustrated, a spring action results that isquite soft laterally and the snubbing effect is pronounced but not severe. If the rockers 44 are further rotated the snubbing action will b'e increased. However', suppose ,thattheangularityof therockers 44 is kept as illustrated and an oppcsiteangularity is gi ven to the roci-ters45.

The sniibbing action will be wholly lost since thecenter line of the bolster will then bisect the angle formed by the rockers. i

. The foregoingexplanations have allbeen based theory that it is best to obtainthe biasing or. snubbing effect by rotatingthe bolster about the center of its centerbearing. However, it is not essential that this be done sinceany relative fore and aft displacement of the boister with respect to the snubbing surfaces can be made to produce. snubbing. In Figures 20, 21 and 22 the bol; ster 18 iswsupported by the spring assemblies 46 and 47 exactly; similar to the spring assemblies 19 and of Figure 6, These assemblies are provided with rockers 49 and 50. l The rockers are all set at an angle withrespect to the center line of the bolster and at an angle with respect to the truck side frames. The difference between the setting of these rockers and those of Figure 6 is that in this case all four rockers are parallel with each other. Now, as the bolster swings to the right it' will be bodily displaced toward the friction blocks on the same side, that is, toward the reader. After it makesits return it will, swing bodily into pressure-contact withthe blocks on its other side, both away from .thereader. Any ofthe other forms illustrated can be made to act similarly. While the action will be effective to snub the-bolster, relative bodily movement of the bolster entails movement of the car body supported by the bolster with respect to the truck frame. Much more inertia is involved and the action will not be as smooth as with the other forms which contemplate the angular biasing effect obtained by rotation of the bolster into pressure contact with diagonally opposite friction 'pads.

It should now be clear that numerous combinations can be selected from theseveral illustrations 'herein described and that greatly improved control of a bolster can be had to adapt it to a wide variety of operating conditions. The .two springs illustrated at each end of. the bolster of certain figures could be made a larger or smaller number and various changes and modifications can be made with- .out departing from the spirit of my invention. I therefore desire to be extended protection as defined by the appended claims. I v

What I claim is: 1. In a rail truck, a truck frame including side rails, a bolster, spring assemblies supporting each end of said bolster from said frame, frictional surfaces carried by I said frame; and located fore and aft of each end of said bolster limiting the longitudinal movement thereof with respect to said frame, said bolster when in stable equilibrium being out of pressure contact with said surfaces, said bolster when swinging causing said springs to deflect, and means incorporated in said spring assemblies angularly deflecting the. lateral force imposed thereon by said bolster whereby each end of said bolster is impelled into pressure contact with one of its adjacent friction surfaces, said means including at least one rocking support for each of said assemblies, said rocking support being angu; larly disposed with respect to the direction of. travel at the truck; v V i 2. In a rail truck,a truck frame having side rails; bolster, spring assemblies supporting each end of said bolster from said side rails, frictional surfaces forea'nd aft of each end of said bolster limiting the longitudinal -movement of said bolster with respect to, said frame", said bolster when in substantially center'position'. being freeof pressure contact with any of said lf'rictio'r' s n:- faces, said bolster when swinging laterally imposinga force onsaid spring assemblies, said spring assemblies including springs each having a spring cap on at leastone .end thereofl 'said spring caps 'each having a rocker-on its face femotejfror'n its associated spring angular'ly disposed with respect to the side rails of said truck franiwhefcby the lateral force exerted by said bolster on said. sprin s ;is. angularlyfdefle'cted ,by said rockers during 'tr'a sion to said springs, said springs empm r' component of said fofce for springing moyem bolster and employing the longitudinal comp ef to force each end of said bolster into pressure contact with an adjacent frifc'tionsiiifac'e. I. .In a rail truck, struck frame having side rails and ,a bolster, spring asse'rnblies supporting each end of said bols'ter fror'n's'aid side rails, friction surfaces fore d 'aft ofeacliend of said bolster limiting longitudinal m ve- 'ment thereof with respect to said truck frame, said bolster j'wlieri incentercd position being normally out of J 55- ;su're contact with said. friction surfaces and having its 1 man plane noir'rialto said side rails, saidbolsterwheh swinging imposing a force on said spring assemblies", said spring assemblies being constructed and arranged to accept said force through spring caps each having 9. rec r on the surface thereof exteriorly of the springs of said spring assemblies, said rockers" being .angularly disposed with respect. to said side rails whereby the reaction of said springs tends to rotatejeac'h end of said bolster with 'a three dependnt upon the amount of the angular'it'ynf said rockers and the 'eXtent of the swinging movement Jofsaid bolster, r f i v 4."I'n a rail truck, a truck frame having side rails, a bolster, spring assemblies supporting each endef said banter from said side rails, frictional surfaces fore and aft of each'endof said bolster limiting the longitudinal linoveinent of said bolster with respect to said'frafne,sa'id Banter when in substantially center position being" need:

pressure contact with any of said friction surfaces, said ;by. each end of said bolster is deflected against two of said Efriction surfaces with a force dependent upon the angularity iof said rockers with respect to .said side frames and the extent of the swinging movement of said bolster.

, 5. In a rail truck, a truck frame having side rails, a bolster, spring assemblies. supporting each end of said bolster from said side rails, frictional surfaces fore and aft of each end of said bolster limiting the longitudinal r'no'veinent of said bolster with respect to said frame, said bolster when in substantially center position being' fre'e {of pressure contact with any ofsaid friction surfaces, said bolster when swinging laterally ir'nposing a force on of said bolster causes said bolster to bias against the other two diagonally disposed friction surfaces.

6., In a rail truck, a truck frame having side rails, a bolster, spring assemblies supporting 'each end of said bolster from said side rails, frictional surfaces fore and aft of each end of said bolster limiting the longitudinal movement of said bolster with respect'to said frame, said bolster when in substantially center position being free of pressure contact with any of said friction surfaces, said bolster when swinging laterally imposing a force on said Spring assemblies, said spring assemblies each including at least one spring having a spring cap at its upper end equipped with an integral rocker in rocking engagement with respect to said bolster, said spring caps with their rockers being rotatably adjustable with respect to their respective springs and said bolster whereby the angle of reaction of said springs to the force imposed thereon by said bolster during swinging movements may be adjusted thereby adjusting the biasing imparted to said bolster by 'saidsprings,

7. In a rail" truck, a truck frame having side rails, a bolster, spring assemblies .supporting each end of said bolster from said side rails, frictional surfaces fore and aft of each end of said bolster limiting the longitudinal movement of said bolster with respect to said frame, said bolster when in substantially center position being free of pressure contact with any of said friction surfaces, said bolster when swinging laterally imposing a force on said frictional surfaces, said spring assemblies each including at least one spring having a spring cap at its upper and lower ends, each of said spring caps being equipped with a rocker for contact with said bolster and a side rail respectively, at least one rocker of each of said assemblies being angularly disposed with respect to said side rails.

8. In a rail truck, a truck frame havingside rails, 11 bolster, spring assemblies supporting each end of said bolsterfrom said side rails, frictional surfaces fore and aft of each end of said bolster limiting the longitudinal movement of said bolster with respect to said frame, said bolster when in substantially center position being free of pressure contact with any of said friction surfaces, said bolster when swinging laterally imposing a force on said spring assemblies, said spring assemblies each including 'at least one spring having a spring cap at its upper and lower ends, each of said spring caps being equipped with a rocker for contact with said bolster and a side rail respectively, the rockers of the same spring assembly being adjustable for positioning in relative parallel or relative non-parallel positions.

9. In a rail truck, a truck frame having side rails, a bolster, spring assemblies supporting each end of said bolster from said side rails, frictional surfaces fore and aft of eachend'of said bolster limiting the longitudinal movement of said bolster with respect to said frame, said bolster when in substantially center position being free of pressure contact with any of said friction surfaces, said bolster when swinging laterally imposing a force on said spring assemblies, said spring assemblies each comprising two sets of springs at each end of said bolster arranged in side-by-side relation, one spring of each of said sets being mounted to rock to a greater extent than the adjacent spring in the same set under swinging movements of said bolster whereby the lateral force exerted by said bolster is deflected out of a path normal to said side rails.

10. In a rail truck, a truck frame having side rails, a bolster, spring assemblies supporting each end of said bolster from said side rails, frictional surfaces fore and aft of'each end of said bolster limiting the longitudinal movement of said bolster with respect to said frame, said bolster when in substantially center position being free of pressure contact with any of said friction surfaces, said ,bolster when swinging laterally imposing a forceon said spring assemblies, said spring assemblies each comprising two sets of springs arranged in side-by-side relation, one of said spring sets of each of said assemblies comprising a spring having a spring cap, said caps each having a substantially hemispherical ball integral therewith constituting a rocker for said cap whereby said spring assemblies deflect the bolster out of a transverse path normal to said side rails and urge said bolster against one friction pad adjacent each end thereof,'the other of said spring sets also comprising a spring having a spring cap top and bottom thereon, the last named caps each having a rocker on the surface thereof opposite said springs, said rockers being positioned parallel to the direction of swinging motion of said bolster.

11. Bolster support means for use with a rail car'truck frame comprising, vertically extending spaced apart spring members supported on said truck frame, a bolster, the ends of said bolster overlying said'spaced apart spring members, means between said spring members and said bolster for translating endwise movement of the latter into sidewise movement thereof, and said means being disposed diagonally at a predetermined angle from a vertical lengthwise plane passing through the rail car truck.

12. Bolster support means for use with a rail car truck frame comprising, vertically extending spaced apart spring members, horizontal plate members carried at the upper ends of each of said spring members, a bolster, the ends of said bolster overlying said plate members, blade members between said plate members and said bolster for translating endwise movement of the latter into sidewise movement thereof, said blade members being disposed diagonally at a predetermined angle from a vertical lengthwise plane passing through the rail car truck, and resilient block members disposed on each side of said bolster adjacent each end thereof, said blade members causing said bolster to be urged into frictional engagement with the pair of said block members on the one side of said bolster as the latter moves endwise, and said block members offering an increased rate of resistance to endwise movement of said bolster as the force with which said bolster is urged into engagement with said block members increases.

References Cited in the file of this patent UNITED STATES PATENTS 416,555 Block Dec. 3, 1889 466,349 Hubbard Jan. 5, 1892 779,858 Lillie Jan. 10, 1905 825,255 Whitman July 3, 1906 1,057,990 Wilson Apr. 1, 1913 2,015,025 -Barrows Sept. 17, 1935 2,061,767 Hobson Nov. 24, 1936 2,094,557 Couch Sept. 28,- 1937 2,150,870 Blomberg et al. Mar. 14, 1939 2,406,199 Clasen Aug. 20, 1946 2,492,337 Travilla Dec. 27, 1949 FOREIGN PATENTS 629,913 Great Britain Sept. 30, 1949

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