U.S. patent application number 11/099083 was filed with the patent office on 2005-10-13 for rail road car truck with bearing adapter and method.
This patent application is currently assigned to National Steel Car Limited. Invention is credited to Forbes, James W..
Application Number | 20050223936 11/099083 |
Document ID | / |
Family ID | 35059241 |
Filed Date | 2005-10-13 |
United States Patent
Application |
20050223936 |
Kind Code |
A1 |
Forbes, James W. |
October 13, 2005 |
Rail road car truck with bearing adapter and method
Abstract
A swing motion rail road freight car truck is provided that has
a truck bolster and a pair of side frames, the truck bolster being
mounted transversely relative to the side frames. The side frames
have spring seats for the groups of springs. The springs seats may
be rigidly mounted in the side frames. Friction dampers are
provided in inboard and outboard pairs. The biasing force on the
dampers urges then to that act between the bolster ands and
sideframes to resist parallelogram deflection of the truck. The
bearing adapters and sideframe pedestal seats interact on a rolling
linear contact interface that has a relatively small radius of
curvature.
Inventors: |
Forbes, James W.;
(Campbellville, CA) |
Correspondence
Address: |
HAHN LOESER & PARKS, LLP
One GOJO Plaza
Suite 300
AKRON
OH
44311-1076
US
|
Assignee: |
National Steel Car Limited
Hamilton
CA
|
Family ID: |
35059241 |
Appl. No.: |
11/099083 |
Filed: |
April 5, 2005 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
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11099083 |
Apr 5, 2005 |
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10357318 |
Feb 3, 2003 |
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6874426 |
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10357318 |
Feb 3, 2003 |
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10210853 |
Aug 1, 2002 |
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Current U.S.
Class: |
105/218.1 |
Current CPC
Class: |
Y10T 29/4973 20150115;
B61D 3/18 20130101; B61F 5/122 20130101; B61F 5/06 20130101; B61F
5/30 20130101 |
Class at
Publication: |
105/218.1 |
International
Class: |
B61F 005/26 |
Claims
I claim:
1. A rail road car truck comprising: a pair of first and second
side frames and a truck bolster resiliently mounted transversely
relative thereto; wheelsets, each wheelset having an axle having
two wheels mounted thereto, and each axle being mounted to said
side frames; each of said side frames having pedestal seats for
receiving mating bearing adapters; a bearing adapter mounted to
each end of each axle, each bearing adapter being matingly engaged
in one of said pedestal seats; said pedestal seats having a bearing
surface for mating with said bearing adapter; said mating bearing
surface being chosen from the set of bearing surfaces consisting of
(a) a planar surface; and (b) an arcuate surface having a radius of
curvature greater than 50 inches; said bearing adapter having a
curved bearing surface upon which said bearing surface of said
pedestal seat is engaged, said bearing surface of said bearing
adapter and said bearing surface of said pedestal seat being in
rocking engagement; said curved bearing surface of said bearing
adapter having a local radius of curvature for lateral rocking of
less than 30 inches.
2. The rail road car truck of claim 1 wherein said radius of
curvature is constant over an arc extending at least 2 degrees to
either side of a central resting position.
3. The rail road car truck of claim 1 wherein said truck bolster
has lateral travel relative to said side frames of at least 1 inch
to either side of a central resting position.
4. The rail road car truck of claim 3 wherein said lateral travel
of said truck bolster relative to said side frames is limited by
abutment means mounted thereto.
5. The rail road car truck of claim 4 wherein said abutment means
includes at least one gib mounted to one of (a) said truck bolster
and (b) said side frames, and a mating abutment mounted to the
other of (a) said side frames, and (b) said truck bolster.
6. The railroad car truck of claim 1 wherein said local radius of
curvature is less than 10 inches.
7. The railroad car truck of claim 1 wherein: each sideframe has
first and second spaced apart sideframe columns and a sideframe
window defined therebetween, an end of said truck bolster being
located in said sideframe window; a group of dampers is mounted to
work between each sideframe and one end of said truck bolster; each
group of dampers includes a first damper, a second damper, and
another damper; said first damper is mounted laterally inboard of
said second damper, and both said first and second dampers work
between said first sideframe column and said one end of said truck
bolster; and said other damper works between said one ends of said
truck bolster and said second sideframe column.
8. The railroad car truck of claim 7 wherein each group of dampers
includes four dampers mounted in a four cornered arrangement.
9. A bearing adapter for use in a rail road car truck, the bearing
adapter being mountable to a bearing of an end of an axle of a rail
road car wheelset, wherein the bearing adapter has an arcuate upper
surface for engaging a pedestal seat of a side frame of the rail
road car truck, said arcuate upper surface permitting transverse
rocking of the side frame mounted thereon, said arcuate upper
surface having a first region rockingly engageable with a contact
surface of the pedestal seat, said first region including a topmost
portion having a local radius of curvature of less than 30 inches,
and said arcuate upper surface having a second region adjoining
said first region, said second region being configured to rockingly
engage said contact surface of the pedestal seat, and said second
region of said arcuate upper surface has a different radius of
curvature than said topmost portion.
10. The bearing adapter of claim 9 wherein said second region has a
local radius of curvature greater than said topmost portion.
11. The bearing adapter of claim 9 wherein said radius of curvature
of said topmost portion varies from a first radius of curvature at
said topmost portion to a greater radius of curvature away from
said topmost portion.
12. The bearing adapter of claim 9 wherein said radius of curvature
is constant over a range of motion of at least 2 degrees of arc to
either side of a central position.
13. The combination of a bearing adapter for a rail road freight
car truck, and a mating pedestal seat for a sideframe of a rail
road freight car truck, said bearing adapter having a first bearing
surface, said pedestal seat having a second bearing surface, said
first and second bearing surfaces being in rocking engagement, and
permitting lateral rocking of the sideframe, one of said bearing
surfaces being chosen from the set of bearing surfaces consisting
of (a) a planar surface; and (b) an arcuate surface having a radius
of curvature greater than 50 inches; and the other of said bearing
surfaces having a radius of curvature of less than 30 inches.
14. The combination of claim 13 wherein said radius of curvature of
said other bearing surface is constant over an arc extending at
least 2 degrees to either side of a central resting position.
15. The combination of claim 13 wherein said radius of curvature of
said other bearing surface is less than 10 inches.
16. The combination of claim 13 wherein said other bearing surface
has a first region located centrally thereon, and a second region
located adjacent thereto, said second region having a local radius
of curvature greater than said first region.
17. The combination of claim 16 wherein said radius of curvature of
said bearing other surface varies from a first radius of curvature
at a central region thereof to a greater radius of curvature away
from said central region.
18. A process of retrofitting a rail road car truck having first
and second side frames, a truck bolster resiliently mounted
transversely to said side frames, said sideframes being mounted to
axles, said axles having bearings mounted thereto and first bearing
adapters mounted to said bearings, said side frames having pedestal
mounts, said bearing adapters being rockingly engaged with said
pedestal mounts to permit lateral swinging of said side frames,
each said bearing adapter having a first surface rockingly engaged
to a mating second surface of said bearing pedestal mount, said
first surface having a radius of curvature of greater than 50
inches, said process comprising the steps of (a) extracting said
bearing adapters from said truck; (b) replacing said first bearing
adapters with second bearing adapters having a rocking engagement
surface having a smaller radius of curvature than before, and (c)
installing an arrangement of dampers between the bolster and each
sideframe, each sideframe having a pair of first and second
sideframe columns and a sideframe window defined therebetween, each
said arrangement of dampers including a first damper, a second
damper and another damper, said first damper being mounted
laterally outboard of said second damper, said first and second
dampers both being mounted to work between an end of said bolster
and said first sideframe column and said other damper being mounted
to work between said bolster and said second sideframe column, and
said second bearing adapters having a radius of curvature of less
than 30 inches.
19. A rail road car truck, said truck comprising first and second
spaced apart sideframes and a truck bolster extending therebetween,
said truck bolster having ends resiliently supported by said
sideframes, said side frames being mounted on wheelsets, each said
wheelset having bearings and bearing adapters mounted thereto, said
bearing adapters having first rocking engagement surfaces, said
sideframes having pedestal seats having second rocking engagement
surfaces, said first and second rocking engagement surfaces being
in mating engagement and permitting lateral rocking of said
sideframes, one of said rocking engagement surfaces having a radius
of curvature of less than 30 inches, each of said ends of said
truck bolster having an arrangement of dampers, each said
arrangement of dampers including a first damper, a second damper,
and another damper, said first damper being mounted laterally
outboard of said second damper, said first and second dampers both
being mounted to work between an end of said bolster and said first
sideframe column and said other damper being mounted to work
between said bolster and said second sideframe column, and said
bearing adapters having a radius of curvature of less than 30
inches.
Description
[0001] This application is a continuation of U.S. patent
application Ser. No. 10/357,318 filed Feb. 3, 2003, now U.S. Pat.
No. 6,874,426 issued Apr. 5, 2005, which is a continuation-in-part
of co-pending U.S. patent application Ser. No. 10/210,853 filed
Aug. 1, 2002.
FIELD OF THE INVENTION
[0002] This invention relates to the field of rail road cars, and,
more particularly, to the field of three piece rail road car trucks
for rail road cars.
BACKGROUND OF THE INVENTION
[0003] Rail road cars in North America commonly employ double axle
swivelling trucks known as "three piece trucks" to permit them to
roll along a set of rails. The three piece terminology refers to a
truck bolster and pair of first and second sideframes. In a three
piece truck, the truck bolster extends cross-wise relative to the
sideframes, with the ends of the truck bolster protruding through
the sideframe windows. Forces are transmitted between the truck
bolster and the sideframes by spring groups mounted in spring seats
in the sideframes.
[0004] One general purpose of a resilient suspension system may
tend to be to reduce force transmission to the car body, and hence
to the lading. This may apply to very stiff suspension systems, as
suitable for use with coal and grain, as well as to relatively soft
suspension systems such as may be desirable for more fragile goods,
such as rolls of paper, automobiles, shipping containers fruit and
vegetables, and white goods.
[0005] One determinant of overall ride quality is the dynamic
response to lateral perturbations. That is, when there is a lateral
perturbation at track level, the rigid steel wheelsets of the truck
may be pushed sideways relative to the car body. Lateral
perturbations may arise for example from uneven track, or from
passing over switches or from turnouts and other track geometry
perturbations. When the train is moving at speed, the time duration
of the input pulse due to the perturbation may be very short.
[0006] The suspension system of the truck reacts to the lateral
perturbation. It is generally desirable for the force transmission
to be relatively low. High force transmissibility, and
corresponding high lateral acceleration, may tend not to be
advantageous for the lading. This is particularly so if the lading
includes relatively fragile goods. In general, the lateral
stiffness of the suspension reflects the combined displacement of
(a) the sideframe between (i) the pedestal bearing adapter and (ii)
the bottom spring seat (that is, the sideframes swing laterally as
a pendulum with the pedestal bearing adapter being the top pivot
point for the pendulum); and (b) the lateral deflection of the
springs between (i) the lower spring seat in the sideframe and (ii)
the upper spring mounting against the underside of the truck
bolster, and (c) the moment and the associated transverse shear
force between the (i) spring seat in the sideframe and (ii) the
upper spring mounting against the underside of the truck
bolster.
[0007] In a conventional rail road car truck, the lateral stiffness
of the spring groups is sometimes estimated as being approximately
1/2 of the vertical spring stiffness. Thus the choice of vertical
spring stiffness may strongly affect the lateral stiffness of the
suspension. The vertical stiffness of the spring groups may tend to
yield a vertical deflection at the releasable coupler from the
light car (i.e., empty) condition to the fully laden condition of
about 2 inches. For a conventional grain or coal car subject to a
286,000 lbs., gross weight on rail limit, this may imply a dead
sprung load of some 50,000 lbs., and a live sprung load of some
220,000 lbs., yielding a spring stiffness of 25-30,000 lbs./in.,
per spring group (there being, typically, two groups per truck, and
two trucks per car). This may yield a lateral spring stiffness of
13-16,000 lbs./in per spring group. It should be noted that the
numerical values given in this background discussion are
approximations of ranges of values, and are provided for the
purposes of general order-of-magnitude comparison, rather than as
values of a specific truck.
[0008] The second component of stiffness relates to the lateral
deflection of the sideframe itself. In a conventional truck, the
weight of the sprung load can be idealized as a point load applied
at the center of the bottom spring seat. That load is carried by
the sideframe to the pedestal seat mounted on the bearing adapter.
The vertical height difference between these two points may be in
the range of perhaps 12 to 18 inches, depending on wheel size and
sideframe geometry. For the general purposes of this description,
for a truck having 36 inch wheels, 15 inches (+/-) might be taken
as a roughly representative height.
[0009] The pedestal seat may typically have a flat surface that
bears on an upwardly crowned surface on the bearing adapter. The
crown may typically have a radius of curvature of about 60 inches,
with the center of curvature lying below the surface (i.e., the
surface is concave downward).
[0010] When a lateral shear force is imposed on the springs, there
is a reaction force in the bottom spring seat that will tend to
deflect the sideframe, somewhat like a pendulum. When the sideframe
takes on an angular deflection in one direction, the line of
contact of the flat surface of the pedestal seat with the crowned
surface of the bearing adapter will tend to move along the arc of
the crown in the opposite direction. That is, if the bottom spring
seat moves outboard, the line of contact will tend to move inboard.
This motion is resisted by a moment couple due to the sprung weight
of the car on the bottom spring seat, acting on a moment arm
between (a) the line of action of gravity at the spring seat and
(b) the line of contact of the crown of the bearing adapter. For a
286,000 lbs. car the apparent stiffness of the sideframe may be of
the order of 18,000-25,000 lbs./in, measured at the bottom spring
seat. That is, the lateral stiffness of the sideframe (i.e., the
pendulum action by itself) can be greater than the (already
relatively high) lateral stiffness of the spring group in shear,
and this apparent stiffness is proportional to the total sprung
weight of the car (including lading). When taken as being analogous
to two springs in series, the overall equivalent lateral spring
stiffness may be of the order of 8,000 lbs./in. to 10,000, per
sideframe. A car designed for lesser weights may have softer
apparent stiffness. This level of stiffness may not always yield as
smooth a ride as may be desired.
[0011] There is another component of spring stiffness due to the
unequal compression of the inside and outside portions of the
spring group as the bottom spring seat rotates relative to the
upper spring group mount under the bolster. This stiffness, which
is additive to (that is, in parallel with) the stiffness of the
sideframe, can be significant, and may be of the order of 3000-3500
lbs./in per spring group, depending on the stiffness of the springs
and the layout of the group. Other second and third order effects
are neglected for the purpose of this description. The total
lateral stiffness for one sideframe, including the spring
stiffness, the pendulum stiffness and the spring moment stiffness,
for a S2HD 110 Ton truck may be about 9200 lbs/inch per side
frame.
[0012] It has been observed that it may be preferable to have
springs of a given vertical stiffness to give certain vertical ride
characteristics, and a different characteristic for lateral
perturbations. In particular, a softer lateral response may be
desired at high speed (greater than about 50 m.p.h) and relatively
low amplitude to address a truck hunting concern, while a different
spring characteristic may be desirable to address a low speed
(roughly 10-25 m.p.h) roll characteristic, particularly since the
overall suspension system may have a roll mode resonance lying in
the low speed regime.
[0013] An alternate type of three piece truck is the "swing motion"
truck. One example of a swing motion truck is shown at page 716 in
the 1980 Car and Locomotive Cyclopedia (1980, Simmons-Boardman,
Omaha). This illustration, with captions removed, is the basis of
FIGS. 1a, 1b and 1c, herein, labelled "Prior Art". Since the truck
has both lateral and longitudinal axes of symmetry, the artist has
only shown half portions of the major components of the truck. The
particular example illustrated is a swing motion truck produced by
National Castings Inc., more commonly referred to as "NACO".
Another example of a NACO Swing Motion truck is shown at page 726
of the 1997 Car and Locomotive Cyclopedia (1997, Simmons-Boardroom,
Omaha). An earlier swing motion three piece truck is shown and
described in U.S. Pat. No. 3,670,660 of Weber et al., issued Jun.
20, 1972, the specification of which is incorporated herein by
reference.
[0014] In a swing motion truck, the sideframe is mounted as a
"swing hanger" and acts much like a pendulum. In contrast to the
truck described above, the bearing adapter has an upwardly concave
rocker bearing surface, having a radius of curvature of perhaps 10
inches and a center of curvature lying above the bearing adapter. A
pedestal rocker seat nests in the upwardly concave surface, and has
itself an upwardly concave surface that engages the rocker bearing
surface. The pedestal rocker seat has a radius of curvature of
perhaps 5 inches, again with the center of curvature lying upwardly
of the rocker.
[0015] In this instance, the rocker seat is in dynamic rolling
contact with the surface of the bearing adapter. The upper rocker
assembly tends to act more like a hinge than the shallow crown of
the bearing adapter described above. As such, the pendulum may tend
to have a softer, perhaps much softer, response than the analogous
conventional sideframe. Depending on the geometry of the rocker,
this may yield a sideframe resistance to lateral deflection in the
order of 1/4 (or less) to about 1/2 of what might otherwise be
typical. If combined in series with the spring group stiffness, it
can be seen that the relative softness of the pendulum may tend to
become the dominant factor. To some extent then, the lateral
stiffness of the truck becomes less strongly dependent on the
chosen vertical stiffness of the spring groups at least for small
displacements. Furthermore, by providing a rocking lower spring
seat, the swing motion truck may tend to reduce, or eliminate, the
component of lateral stiffness that may tend to arise because of
unequal compression of the inboard and outboard members of the
spring groups, thus further softening the lateral response.
[0016] In the truck of U.S. Pat. No. 3,670,660 the rocking of the
lower spring seat is limited to a range of about 3 degrees to
either side of center, and a transom extends between the
sideframes, forming a rigid, unsprung, lateral connecting member
between the rocker plates of the two sideframes. In this context,
"unsprung" refers to the transom being mounted to a portion of the
truck that is not resiliently isolated from the rails by the main
spring groups.
[0017] When the three degree condition is reached, the rockers
"lock-up" against the side frames, and the dominant lateral
displacement characteristic is that of the main spring groups in
shear, as illustrated and described by Weber. The lateral,
unsprung, sideframe connecting member, namely the transom, has a
stop that engages a downwardly extending abutment on the bolster to
limit lateral travel of the bolster relative to the sideframes.
This use of a lateral connecting member is shown and described in
U.S. Pat. No. 3,461,814 of Weber, issued Mar. 7, 1967, also
incorporated herein by reference. As noted in U.S. Pat. No.
3,670,660 the use of a spring plank had been known, and the use of
an abutment at the level of the spring plank tended to permit the
end of travel reaction to the truck bolster to be transmitted from
the sideframes at a relatively low height, yielding a lower
overturning moment on the wheels than if the end-of-travel force
were transmitted through gibs on the truck bolster from the
sideframe columns at a relatively greater height. The use of a
spring plank in this way was considered advantageous.
[0018] In Canadian Patent 2,090,031, (issued Apr. 15, 1997 to Weber
et al.,) noting the advent of lighter weight, low deck cars, Weber
et al., replaced the transom with a lateral rod assembly to provide
a rigid, unsprung connection member between the platforms of the
rockers of the lower spring seats. One type of car in which
relative lightness and a low main deck has tended to be found is an
Autorack car.
[0019] For the purposes of rapid estimation of truck lateral
stiffness, the following formula can be used:
k.sub.truck=2.times.[(k.sub.sideframe).sup.-1+(k.sub.spring
shear).sup.-1].sup.-1
[0020] where
[0021] k.sub.sideframe=[k.sub.pendulum+k.sub.spring moment]
[0022] k.sub.spring shear=The lateral spring constant for the
spring group in shear.
[0023] k.sub.pendulum=The force required to deflect the pendulum
per unit of deflection, as measured at the center of the bottom
spring seat.
[0024] k.sub.spring moment=The force required to deflect the bottom
spring seat per unit of sideways deflection against the twisting
moment caused by the unequal compression of the inboard and
outboard springs.
[0025] In a pure pendulum, the relationship between weight and
deflection is approximately linear for small angles of deflection,
such that, by analogy to a spring in which F=kx, a lateral constant
(for small angles) can be defined as k.sub.pendulum=W/L, where k is
the lateral constant, W is the weight, and L is the pendulum
length. Further, for the purpose of rapid comparison of the lateral
swinging of the sideframes, an approximation for an equivalent
pendulum length for small angles of deflection can be defined as
L.sub.eq=W/k.sub.pendulum. In this equation W represents the sprung
weight borne by that sideframe, typically 1/4 of the total sprung
weight for a symmetrical car. For a conventional truck, L.sub.eq
may be of the order of about 3 or 4 inches. For a swing motion
truck, L.sub.eq may be of the order of about 10 to 15 inches.
[0026] It is also possible to define the pendulum lateral stiffness
(for small angles) in terms of the length of the pendulum, the
radius of curvature of the rocker, and the design weight carried by
the pendulum: according to the formula:
k.sub.pendulum=(F.sub.lateral/.delta..sub.lateral)=(W/L.sub.pendulum)[(R.s-
ub.curvature/L.sub.pendulum)+1]
[0027] where:
[0028] k.sub.pendulum=the lateral stiffness of the pendulum
[0029] F.sub.lateral=the force per unit of lateral deflection
[0030] .delta..sub.lateral=a unit of lateral deflection
[0031] W=the weight borne by the pendulum
[0032] L.sub.pendulum=the length of the pendulum, being the
vertical distance from the contact surface of the bearing adapter
to the bottom spring seat
[0033] R.sub.curvature=the radius of curvature of the rocker
surface
[0034] Following from this, if the pendulum stiffness is taken in
series with the lateral spring stiffness, then the resultant
overall lateral stiffness can be obtained. Using this number in the
denominator, and the design weight in the numerator yields a
length, effectively equivalent to a pendulum length if the entire
lateral stiffness came from an equivalent pendulum according to
L.sub.resultant=W/k.sub.lateral total
[0035] For a conventional truck with a 60 inch radius of curvature
rocker, and stiff suspension, this length, L.sub.resultant may be
of the order of 6-8 inches, or thereabout.
[0036] So that the present invention may better be understood by
comparison, in the prior art illustration of FIGS. 1a, 1b, and 1c,
a NACO swing motion truck is identified generally as A20. Inasmuch
as the truck is symmetrical about the truck center both from
side-to-side and lengthwise, the artist has shown only half of the
bolster, identified as A22, and half of one of the sideframes,
identified as A24.
[0037] In the customary manner, sideframe A24 has defined in it a
generally rectangular window A26 that admits one of the ends of the
bolster A28. The top boundary of window A26 is defined by the
sideframe arch, or compression member identified as top chord
member A30, and the bottom of window A26 is defined by a tension
member, identified as bottom chord A32. The fore and aft vertical
sides of window A26 are defined by sideframe columns A34.
[0038] At the swept up ends of sideframe A24 there are sideframe
pedestal fittings A38 which each accommodate an upper rocker
identified as a pedestal rocker seat A40, that engages the upper
surface of a bearing adapter A42. Bearing adapter A42 itself
engages a bearing mounted on one of the axles of the truck adjacent
one of the wheels. A rocker seat A40 is located in each of the fore
and aft pedestals, the rocker seats being longitudinally aligned
such that the sideframe can swing transversely relative to the
rolling direction of the truck A20 generally in what is referred to
as a "swing hanger" arrangement.
[0039] The bottom chord of the sideframe includes pockets A44 in
which a pair of fore and aft lower rocker bearing seats A46 are
mounted. The lower rocker seat A48 has a pair of rounded, tapered
ends or trunnions A50 that sit in the lower rocker bearings A48,
and a medial platform A52. An array of four corner bosses A54
extend upwardly from platform A52.
[0040] An unsprung, lateral, rigid connecting member in the nature
of a spring plank, or transom A60 extends cross-wise between the
sideframes in a spaced apart, underslung, relationship below truck
bolster A22. Transom A60 has an end portion that has an array of
four apertures A62 that pick up on bosses A54. A grouping, or set
of springs A64 seats on the end of the transom, the corner springs
of the set locating above bosses A54.
[0041] The spring group, or set A64, is captured between the distal
end of bolster A22 and the end portion of transom A60. Spring set
A64 is placed under compression by the weight of the rail car body
and lading that bears upon bolster A22 from above. In consequence
of this loading, the end portion of transom A60, and hence the
spring set, are carried by platform A54. The reaction force in the
springs has a load path that is carried through the bottom rocker
A70 (made up of trunnions A50 and lower rocker bearings A48) and
into the sideframe A22 more generally.
[0042] Friction damping is provided by damping wedges A72 that seat
in mating bolster pockets A74. Bolster pockets A74 have inclined
damper seats A76. The vertical sliding faces of the friction damper
wedges then ride up an down on friction wear plates A80 mounted to
the inwardly facing surfaces of the sideframe columns.
[0043] The "swing motion" truck gets its name from the swinging
motion of the sideframe on the upper rockers when a lateral track
perturbation is imposed on the wheels. The reaction of the
sideframes is to swing, rather like pendula, on the upper rockers.
When this occurs, the transom and the truck bolster tend to shift
sideways, with the bottom spring seat platform rotating on the
lower rocker.
[0044] The upper rockers are inserts, typically of a hardened
material, whose rocking, or engaging, surface A80 has a radius of
curvature of about 5 inches, with the center of curvature (when
assembled) lying above the upper rockers (i.e., the surface is
upwardly concave).
[0045] As noted above, one of the features of a swing motion truck
is that while it may be quite stiff vertically, and while it may be
resistant to parallelogram deformation because of the unsprung
lateral connection member, it may at the same time tend to be
laterally relatively soft.
SUMMARY OF THE INVENTION
[0046] In one aspect of the present invention there is a bearing
adapter having an upwardly facing crown for engaging a bearing
surface mounted in the pedestal seat of a side frame of a
three-piece railroad car truck. The upwardly facing crown has a
radius of curvature of less the 30 inches.
[0047] In another feature of the invention, the upwardly facing
crown has a radius of curvature in the range of 3 to 24 inches. In
another feature of the invention, the upwardly facing crown has a
radius in the range of 4 to 15 inches. In another feature of the
invention, the crown has a radius of curvature in the range of 4 to
10 inches. In another feature of the invention, the radius of
curvature is in the range of 4 to 6 inches. In another feature of
the invention, the radius is in about 5 inches.
[0048] In another aspect of the invention, there is a method of
retrofitting a three piece rail road car truck comprising the steps
of (a) removing an existing bearing adapter; (b) replacing the
existing bearing adapter with a replacement bearing adapter having
an upwardly facing crown for contacting an existing bearing seat,
the crown of the replacement bearing adapter has a radius of
curvature of less than 30 inches.
[0049] In an additional feature of the invention, the step of
replacing the existing bearing adapter includes installing a
replacement bearing adapter having a crown radius of curvature of
less than 24 inches. In an additional feature of the invention, the
step of replacing the existing bearing adapter includes installing
a replacement bearing adapter having a crown radius of curvature of
less than 15 inches. In an additional feature of the invention, the
step of replacing the existing bearing adapter includes installing
a replacement bearing adapter having a crown radius of curvature in
the range of 3 to 10 inches. In an additional feature of the
invention, the step of replacing the existing bearing adapter
includes installing a replacement bearing adapter having a crown
radius of curvature in the range of 4 to 6 inches. In an additional
feature of the invention, the step of replacing the existing
bearing adapter includes installing a replacement bearing adapter
having a crown radius of curvature of about 5 inches.
[0050] In another additional feature, the method includes the step
of widening the lateral travel range of the truck bolster relative
to the sideframe. In another additional feature of the invention,
the step of widening includes the step of removing at least one
existing gib, and installing one of (a) said gib and (b) a new
replacement gib, in a position allowing greater lateral travel of
said truck bolster than formerly.
[0051] In another additional feature, the method includes the step
of widening the lateral travel range of the truck bolster relative
to the side frame by removing existing inboard and outboard gibs,
and installing new, more widely spaced inboard and outboard gibs.
In another additional feature of the invention, the step of
widening includes the step of allowing at least 1" travel to either
side of a central position of said truck bolster relative to said
side frame. In another additional feature of the invention, the
step of widening includes the step of allowing at least 11/4 inches
of lateral travel to either side of a central position.
[0052] In another feature, the method includes the step of
replacing the existing truck bolster with a new truck bolster
having damper pockets arranged to permit a four-cornered damper
arrangement, and includes the step of providing four dampers for
said four-cornered arrangement. In an additional feature, said
method includes the step of widening the side frame column bearing
surfaces to accommodate a four-cornered damper arrangement.
[0053] In yet another additional feature, the truck is free of
unsprung lateral bracing between the sideframes. In still another
additional feature, the truck is free of a transom. In still yet
another additional feature, each of the sideframes has a rigid
spring seat, and respective groups of springs are mounted therein
between the spring seat and a respective end of the truck bolster.
In still another additional feature, each of the friction dampers
are sprung on springs of the spring groups. In a further additional
feature, each of the sideframes has a rocking spring seat. In still
a further additional feature, each of the sideframes has an
equivalent pendulum length, L.sub.eq, in the range of 6 to 15
inches.
[0054] In yet a further additional feature, a first spring group is
mounted between the first end of the truck bolster and the first
side frame. A second spring group is mounted between the second end
of the truck bolster and the second side frame. Each of the first
and second spring groups has a vertical spring rate constant k that
is in the range of 12,000 to 18,000 Lbs./in per group.
[0055] In another aspect of the invention there is a swing motion
rail road car truck. The truck has a truck bolster having a first
end and a second end and a pair of first and second sideframes.
Each of the sideframes accommodates an end of the truck bolster,
and has a spring seat for receiving a spring group. The truck has a
first spring group and a second spring group. The first spring
group is mounted in the spring seat of the first sideframe. The
second spring group is mounted in the spring seat of the second
sideframe. The truck bolster is mounted cross-wise relative to the
sideframes. The first end of the truck bolster is supported by the
first spring group. The second end of the truck bolster is
supported by the second spring group. The first and second
sideframes each have swing hanger rocker mounts for engaging first
and second axles. The rocker mounts are operable to permit
cross-wise swinging motion of the sideframes. The truck is free of
lateral cross-bracing between the sideframes. In an additional
feature of that aspect of the invention, the spring seats are
rigidly mounted to the sideframes.
[0056] In another additional feature, a set of biased members,
operable to resist parallelogram deformation of the truck, is
mounted to act between each end of the truck bolster and the
sideframe associated therewith. One of the sets of biased members
includes first and second biased members. The first biased member
is mounted to act at a laterally inboard location relative to the
second biased member. In still another additional feature, each of
the sets of biased members includes third and fourth biased
members. The third biased member is mounted transversely inboard of
the fourth biased member. In yet another additional feature, the
biased members are friction dampers.
[0057] In still yet another additional feature, a set of friction
dampers is mounted to act between each end of the truck bolster and
the sideframe associated therewith. One of the sets of friction
dampers includes first and second friction dampers. The first
friction damper is mounted to act at a laterally inboard location
relative to the second friction damper. In another additional
feature, each of the sets of friction dampers includes third and
fourth friction dampers. The third friction damper is mounted
transversely inboard of the fourth friction damper. In a further
additional feature, the friction dampers are individually biased by
springs of the spring groups. In still a further additional
feature, each of the side frames has an equivalent pendulum length
L.sub.eq in the range of 6 to 15 inches. In yet a further
additional feature, each of the spring groups has a vertical spring
rate constant of less than 15,000 Lbs./in.
[0058] In still yet a further additional feature, a first set of
friction dampers is mounted to act between the first end of the
truck bolster and the first sideframe. A second set of friction
dampers is mounted to act between the second end of the truck
bolster and the second sideframe. The first set of friction dampers
includes at least four individually sprung friction dampers. In
another additional feature, the friction dampers are mounted in a
four corner arrangement. In yet another additional feature, the
friction dampers include a first inboard friction damper, a second
inboard friction damper, a first outboard friction damper and a
second outboard friction damper. The first and second inboard
friction dampers are mounted transversely inboard relative to the
first and second outboard friction dampers.
[0059] In still yet another additional feature, each of the
sideframes has a rigid spring seat, and respective groups of
springs are mounted therein between the spring seat and a
respective end of the truck bolster. In a further additional
feature, each of the friction dampers are sprung on springs of the
spring groups. In still a further additional feature, each of the
sideframes has a rocking spring seat. In yet a further additional
feature, each of the sideframes has an equivalent pendulum length,
L.sub.eq, in the range of 6 to 15 inches. In still yet a further
additional feature, each of the first and second spring groups has
a vertical spring rate constant k that is less than 15,000 Lbs./in
per group.
BRIEF DESCRIPTION OF THE ILLUSTRATIONS
[0060] The principles of the invention may better be understood
with reference to the accompanying figures provided by way of
illustration of an exemplary embodiment, or embodiments,
incorporating those principles, and in which:
[0061] FIG. 1a shows a prior art exploded partial view illustration
of a swing motion truck based on the illustration shown at page 716
in the 1980 Car and Locomotive Cyclopedia;
[0062] FIG. 1b shows a cross-sectional detail of an upper rocker
assembly of the truck of FIG. 1a;
[0063] FIG. 1c shows a cross-sectional detail of a lower rocker
assembly of the truck of FIG. 1a;
[0064] FIG. 2a shows a swing motion truck as shown in FIG. 1a, but
lacking a transom;
[0065] FIG. 2b shows a sectional detail of an upper rocker assembly
of the truck of FIG. 2a;
[0066] FIG. 2c shows a cross-sectional detail of a bottom spring
seat of the truck of FIG. 2a;
[0067] FIG. 3a shows a swing motion truck having an upper rocker as
in the swing motion truck of FIG. 1a, but having a rigid spring
seat, and being free of a transom;
[0068] FIG. 3b shows a cross-sectional detail of the upper rocker
assembly of the truck of FIG. 3a;
[0069] FIG. 4 shows a swing motion truck similar to that of FIG.
3a, but having doubled bolster pockets and wedges;
[0070] FIG. 5a shows an isometric view of an assembled swing motion
truck similar to that of FIG. 3a, but having a different spring and
damper arrangement;
[0071] FIG. 5b shows a top view of the truck of FIG. 5a showing a
2.times.4 spring arrangement;
[0072] FIG. 5c shows the damper arrangement of the truck of FIG.
5a;
[0073] FIG. 5d shows a side view of the truck of FIG. 5a;
[0074] FIG. 6a shows an alternate bearing adapter for a rail road
car truck such as that of FIG. 2a, 3a, 4, 5a or 7a (below);
[0075] FIG. 6b shows a profile of the bearing adapter of FIG.
6a;
[0076] FIG. 6c shows an alternate profile for a bearing adapter as
in FIG. 6a;
[0077] FIG. 6d shows a further alternate profile for a bearing
adapter as shown in FIG. 6a;
[0078] FIG. 6e shows an alternate installation of bearing
adapter;
[0079] FIG. 6f shows a general installation relationship of any of
the bearing adapter embodiments of FIGS. 6a to 6e;
[0080] FIG. 7a shows an isometric view of an alternate railroad car
truck to that of FIG. 5a;
[0081] FIG. 7b shows a side view of the three piece truck of FIG.
7a;
[0082] FIG. 7c shows a top view of the three piece truck of FIG.
7a;
[0083] FIG. 7d shows an end view of the three piece truck of FIG.
7a;
[0084] FIG. 7e shows a schematic of a spring layout for the truck
of FIG. 7a;
[0085] FIG. 8 shows car types having trucks as described
herein;
[0086] FIG. 9 shows a different group of car types having trucks as
described herein;
DETAILED DESCRIPTION OF THE INVENTION
[0087] The description that follows, and the embodiments described
therein, are provided by way of illustration of an example, or
examples, of particular embodiments of the principles of the
present invention. These examples are provided for the purposes of
explanation, and not of limitation, of those principles and of the
invention. In the description, like parts are marked throughout the
specification and the drawings with the same respective reference
numerals. The drawings are not necessarily to scale and in some
instances proportions may have been exaggerated in order more
clearly to depict certain features of the invention.
[0088] In terms of general orientation and directional
nomenclature, for each of the rail road car trucks described
herein, the longitudinal direction is defined as being coincident
with the rolling direction of the rail road car, or rail road car
unit, when located on tangent (that is, straight) track. In the
case of a rail road car having a center sill, the longitudinal
direction is parallel to the center sill, and parallel to the side
sills, if any. Unless otherwise noted, vertical, or upward and
downward, are terms that use top of rail, TOR, as a datum. The term
lateral, or laterally outboard, refers to a distance or orientation
relative to the longitudinal centerline of the railroad car, or car
unit. The term "longitudinally inboard", or "longitudinally
outboard" is a distance taken relative to a mid-span lateral
section of the car, or car unit. Pitching motion is angular motion
of a railcar unit about a horizontal axis perpendicular to the
longitudinal direction. Yawing is angular motion about a vertical
axis. Roll is angular motion about the longitudinal axis.
[0089] This description relates to rail car trucks. Several AAR
standard truck sizes are listed at page 711 in the 1997 Car &
Locomotive Cyclopedia. As indicated, for a single unit rail car
having two trucks, a "40 Ton" truck rating corresponds to a maximum
gross car weight on rail of 142,000 lbs. Similarly, "50 Ton"
corresponds to 177,000 lbs, "70 Ton" corresponds to 220,000 lbs,
"100 Ton" corresponds to 263,000 lbs, and "125 Ton" corresponds to
315,000 lbs. In each case the load limit per truck is then half the
maximum gross car weight on rail. A "110 Ton" truck is a term
sometimes used for a truck having a maximum weight on rail of
286,000 lbs.
[0090] This application refers to friction dampers, and multiple
friction damper systems. There are several types of damper
arrangement as shown at pages 715-716 of the 1997 Car and
Locomotive Encyclopedia, those pages being incorporated herein by
reference. Double damper arrangements are shown and described in my
co-pending US Patent application, filed contemporaneously herewith
and entitled "Rail Road Freight Car With Damped Suspension" which
is also incorporated herein by reference. Each of the arrangements
of dampers shown at pp. 715 to 716 of the 1997 Car and Locomotive
Encyclopedia can be modified according to the principles of my
aforesaid co-pending application for "Rail Road Freight Car With
Damped Suspension" to employ a four cornered, double damper
arrangement of inner and outer dampers.
[0091] In the example of FIGS. 2a and 2b, a truck embodying an
aspect of the present invention is indicated as 10. Truck 10
differs from truck A20 of FIG. 1a insofar as it is free of a rigid,
unsprung lateral connecting member in the nature of unsprung
cross-bracing such as a frame brace of crossed-diagonal rods,
lateral rods, or a transom (such as transom A60) running between
the rocker plates of the bottom spring seats of the opposed
sideframes. Further, truck 10 employs gibs 12 to define limits to
the lateral range of travel of the truck bolster 14 relative to the
sideframe 16. In other respects, including the sideframe geometry
and upper and lower rocker assemblies, truck 10 is intended to have
generally similar features to truck A20, although it may differ in
size, pendulum length, spring stiffness, wheelbase, window width
and window height, and damping arrangement. The determination of
these values and dimensions may depend on the service conditions
under which the truck is to operate.
[0092] As with other trucks described herein, it will be understood
that since truck 10 (and trucks 20, 120, and 220, described below)
are symmetrical about both their longitudinal and transverse axes,
the truck is shown in partial section. In each case, where
reference is made to a sideframe, it will be understood that the
truck has first and second sideframes, first and second spring
groups, and so on.
[0093] In FIGS. 3a and 3b, for example, a truck embodying an aspect
of the present invention is identified generally as 20. Inasmuch as
truck 20 is symmetrical about the truck center both from
side-to-side and lengthwise, the bolster, identified as 22, and the
sideframes, identified as 24 are shown in part. Truck 20 differs
from truck A20 of the prior art, described above, in that truck 20
has a rigid spring seat rather than a lower rocker as in truck A20,
as described below, and is free of a rigid, unsprung lateral
connection member such as an underslung transom A60, a frame brace,
or laterally extending rods.
[0094] Sideframe 24 has a generally rectangular window 26 that
accommodates one of the ends 28 of the bolster 22. The upper
boundary of window 26 is defined by the sideframe arch, or
compression member identified as top chord member 30, and the
bottom of window 26 is defined by a tension member identified as
bottom chord 32. The fore and aft vertical sides of window 26 are
defined by sideframe columns 34.
[0095] The ends of the tension member sweep up to meet the
compression member. At each of the swept-up ends of sideframe 24
there are sideframe pedestal fittings 38. Each fitting 38
accommodates an upper rocker identified as a pedestal rocker seat
40. Pedestal rocker seat 40 engages the upper surface of a bearing
adapter 42. Bearing adapter 42 engages a bearing mounted on one of
the axles of the truck adjacent one of the wheels. A rocker seat 40
is located in each of the fore and aft pedestal fittings 38, the
rocker seats 40 being longitudinally aligned such that the
sideframe can swing transversely relative to the rolling direction
of the truck in a "swing hanger" arrangement.
[0096] Bearing adapter 42 has a hollowed out recess 43 in its upper
surface that defines a bearing surface 43 for receiving rocker seat
40. Bearing surface 43 is formed on a radius of curvature R1. The
radius of curvature R1 is preferably in the range of less than 25
inches, and is preferably in the range of 8 to 12 inches, and most
preferably about 10 inches with the center of curvature lying
upwardly of the rocker seat. The lower face of rocker seat 40 is
also formed on a circular arc, having a radius of curvature R.sub.2
that is less than the radius of curvature R.sub.1 of recess 43.
R.sub.2 is preferably in the range of 1/4 to 3/4 as large as
R.sub.1, and is preferably in the range of 3-10 inches, and most
preferably 5 inches when R.sub.1 is 10 inches, i.e., R.sub.2 is one
half of R.sub.1. Given the relatively small angular displacement of
the rocking motion of R.sub.2 relative to R.sub.1 (typically less
than +/-10 degrees) the relationship is one of rolling contact,
rather than sliding contact.
[0097] The bottom chord or tension member of sideframe 24 has a
basket plate, or lower spring seat 44 rigidly mounted to bottom
chord 32, such that it has a rigid orientation relative to window
26, and to sideframe 24 in general. That is, in contrast to the
lower rocker platform of the prior art swing motion truck A20 of
FIG. 1a, as described above, spring seat 44 is not mounted on a
rocker, and does not rock relative to sideframe 24. Although spring
seat 44 retains an array of bosses 46 for engaging the corner
elements 54, namely springs 54 and 55 (inboard), 56 and 57
(outboard) of a spring set 48, there is no transom mounted between
the bottom of the springs and seat 44. Seat 44 has a peripheral lip
52 for discouraging the escape of the bottom ends the of
springs.
[0098] The spring group, or spring set 48, is captured between the
distal end 28 of bolster 22 and spring seat 44, being placed under
compression by the weight of the rail car body and lading that
bears upon bolster 22 from above.
[0099] Friction damping is provided by damping wedges 62 that seat
in mating bolster pockets 64 that have inclined damper seats 66.
The vertical sliding faces 70 of the friction damper wedges 62 then
ride up and down on friction wear plates 72 mounted to the inwardly
facing surfaces of sideframe columns 34. Angled faces 74 of wedges
62 ride against the angled face of seat 66. Bolster 22 has inboard
and outboard gibbs 76, 78 respectively, that bound the lateral
motion of bolster 22 relative to sideframe columns 34. This motion
allowance may advantageously be in the range of +/-11/8 to
1{fraction (3/4)} inches, and is most preferably in the range of
1{fraction (3/16)} to 1{fraction (9/16)} inches, and can be set,
for example, at 1{fraction (1/2)} inches or 1{fraction (1/4)}
inches of lateral travel to either side of a neutral, or centered,
position when the sideframe is undeflected.
[0100] As in the prior art swing motion truck A20, a spring group
of 8 springs in a 3:2:3 arrangement is used. Other configurations
of spring groups could be used, such as these described below.
[0101] In the embodiment of FIG. 4, a truck 120 is substantially
similar to truck 20, but differs insofar as truck 120 has a bolster
122 having double bolster pockets 124 126 on each face of the
bolster at the outboard end. Bolster pockets 124, 126 accommodate a
pair of first and second, laterally inboard and laterally outboard
friction damper wedges 128, 129 and 130, 131, respectively. Wedges
128, 129 each sit over a first, inboard corner spring 132, 133, and
wedges 130, 131 each sit over a second, outboard corner spring 134,
135. In this four corner arrangement, each damper is individually
sprung by one or another of the springs in the spring group. The
static compression of the springs under the weight of the car body
and lading tends to act as a spring loading to bias the damper to
act along the slope of the bolster pocket to force the friction
surface against the sideframe. As such, the dampers co-operate in
acting as biased members working between the bolster and the side
frames to resist parallelogram, or lozenging, deformation of the
side frame relative to the truck bolster. A middle end spring 136
bears on the underside of a land 138 located intermediate bolster
pockets 124 and 126. The top ends of the central row of springs,
140, seat under the main central portion 142 of the end of bolster
122.
[0102] The lower ends of the springs of the entire spring group,
identified generally as 144, seat in the lower spring seat 146.
Lower spring seat 146 has the layout of a tray with an upturned
rectangular peripheral lip. Lower spring seat 146 is rigidly
mounted to the lower chord 148 of sideframe 122. In this case,
spring group 144 has a 3 rows.times.3 columns layout, rather than
the 3:2:3 arrangement of truck 20. A 3.times.5 layout as shown in
FIG. 5e could be used, as could other alternate spring group
layouts. Truck 120 is free of any rigid, unsprung lateral sideframe
connection members such as transom A60.
[0103] It will be noted that bearing plate 150 mounted to vertical
sideframe columns 152 is significantly wider than the corresponding
bearing plate 72 of truck 20 of FIG. 2a. This additional width
corresponds to the additional overall damper span width measured
fully across the damper pairs, plus lateral travel as noted above,
typically allowing 11/2 (+/-) inches of lateral travel of the
bolster relative to the sideframe to either side of the undeflected
central position. That is, rather than having the width of one
coil, plus allowance for travel, plate 152 has the width of three
coils, plus allowance to accommodate 11/2 (+/-) inches of travel to
either side. Plate 152 is significantly wider than the through
thickness of the sideframes more generally, as measured, for
example, at the pedestals.
[0104] Damper wedges 128 and 130 sit over 44% (+/-) of the spring
group i.e., {fraction (4/9)} of a 3 rows.times.3 columns group as
shown in FIG. 4, whereas wedges 70 only sat over {fraction (2/8)}
of the 3:2:3 group in FIG. 3a. For the same proportion of vertical
damping, wedges 128 and 130 may tend to have a larger included
angle (i.e., between the wedge hypotenuse and the vertical face for
engaging the friction wear plates on the sideframe columns 34. For
example, if the included angle of friction wedges 72 is about 35
degrees, then, assuming a similar overall spring group stiffness,
and single coils, the corresponding angle of wedges 128 and 130
could advantageously be in the range of 50-65 degrees, or more
preferably about 55 degrees.
[0105] In a 3.times.5 group such as group 276 of truck 270 of FIGS.
7a to 7f, for coils of equal stiffness, the wedge angle may tend to
be in the 35 to 45 degree range, with a preferred value of about 40
degrees. The specific angle will be a function of the specific
spring stiffnesses and spring combinations actually employed. Truck
270 has a bolster 272, a side frame 274, a spring group 276, and a
damper arrangement 278. The spring group has a 5.times.3
arrangement, with the dampers being in a spaced arrangement
generally as shown in FIG. 4, (i.e., a four cornered damper
arrangement, where the opposed bearing surfaces on the sideframe
columns are planar and parallel) and having a primary damper angle
that may tend to be somewhat sharper given the smaller proportion
of the total spring group that works under the dampers (i.e.,
{fraction (4/15)} as opposed to {fraction (4/9)} or {fraction
(4/8)}, subject to allowances for differences in coil
stiffness).
[0106] In one embodiment of truck 270, such as might be used for an
end truck of an articulated rail road car, there may be a 5.times.3
spring group arrangement, the spring group including 11 coils each
having a spring rate in the range of 550-650 lb./in, and most
preferably about 580 lb./in; and 4 springs (under the dampers, in a
four corner arrangement) having a spring rate in the range of
450-550 lb./in, most preferably about 500 lb./in, for which the
dampers are driven by 20-25% of the force of the spring group,
preferably about 24%. The dampers may have a primary angle of 35-45
deg., preferably about 40 deg. In this preferred end truck
embodiment, the overall group vertical spring rate is in the range
of 8,000 to 8,500 lb./in., in particular about 8380 lb./in.
[0107] In another embodiment of truck 270, such as might be used in
an internal truck of an articulated rail road car, there may be a
5.times.3 spring group arrangement in which the spring group may
include 11 outer springs having a spring rate of about 550-650
lb./in., and most preferably about 580 lb./in; 4 springs (under the
dampers, in a four corner arrangement) having a spring rate in the
range of 550-650 lb./in, and most preferably about 600 lb./in.; and
six inner coils having a spring rate in the range of 250-300
lb./in., most preferably about 280 lb./in. The overall spring rate
for the 5.times.3 group is in the range of 10,000-11,000 lb./in.,
and most preferably about 10,460 lb./in. The dampers are driven by
about 20-25% of the total force of the spring group, preferably
about 23%. The dampers have a primary angle in the range of 35-35
degrees, preferably about 40 degrees.
[0108] It will be appreciated that the values and ranges given for
truck 270 depend on the expected empty weight of the railcar, the
expected lading, the natural frequency range to be achieved, the
amount of damping to be achieved, and so on, and may accordingly
vary from the preferred ranges and values indicated above. In
another embodiment, the spring group may be very stiff, as for
carrying rolls of paper, and may seek to provide a relatively stiff
vertical support while also providing a relatively soft lateral
response.
[0109] The use of spaced apart pairs of dampers 128, 130 may tend
to give a larger moment arm, as indicated by dimension "2M", for
resisting parallelogram deformation of truck 120 more generally as
compared to trucks 20 or A20. Parallelogram deformation may tend to
occur, for example, during the "truck hunting" phenomenon that has
a tendency to occur in higher speed operation.
[0110] Placement of doubled dampers in this way may tend to yield a
greater restorative "squaring" force to return the truck to a
square orientation than for a single damper alone, as in truck 20.
That is, in parallelogram deformation, or lozenging, the
differential compression of one diagonal pair of springs (e.g.,
inboard spring 132 and outboard spring 135 may be more pronouncedly
compressed) relative to the other diagonal pair of springs (e.g.,
inboard spring 133 and outboard spring 134 may be less pronouncedly
compressed than springs 132 and 135) tends to yield a restorative
moment couple acting on the sideframe wear plates. This moment
couple tends to rotate the sideframe in a direction to square the
truck, (that is, in a position in which the bolster is
perpendicular, or "square", to the sideframes) and thus may tend to
discourage the lozenging or parallelogramming, noted by Weber.
[0111] Another embodiment of multiple damper truck 220 is shown in
FIGS. 5a, 5b, 5c and 5d. Truck 220 has a wheel set of four wheels
221 and two axles 223. Truck 220 is substantially similar to truck
120, but differs insofar as truck 220 has a bolster 222 having
single bolster pockets 225, 226 on opposites sides of the outboard
end portion of the bolster, each being of enlarged width, such as
double the width of the single pockets shown in FIG. 3a, to
accommodate a pair of first and second, inboard and outboard
friction damper wedges 228, 230, (or 229, 231, opposite side) in
side-by-side independently displaceable sliding relationship
relative not only to the seat of the pocket, but also with respect
to each other. In this instance the spring group, indicated as 232,
has a 2 rows.times.4 columns layout, as seen most clearly in FIG.
5b. Wedges 228, 230 each sit over a first corner spring 234, 236
and wedges 229, 231 each sit over a second corner spring 233, 235.
The central 2 rows.times.2 columns of the springs bear on the
underside of a land 238 located in the main central portion of the
end of bolster 222 longitudinally intermediate bolster pockets 225
and 227.
[0112] For the purposes of this description the swivelling, 4
wheel, 2 axle truck 220 has first and second sideframes 224 that
can be taken as having the same upper rocker assembly as truck 120,
and has a rigidly mounted lower spring seat 240, like spring seat
144, but having a shape to suit the 2 rows.times.4 columns spring
layout rather than the 3.times.3 layout of truck 120. It may also
be noted that sideframe window 242 has greater width between
sideframe columns 244, 245 than window 126 between columns 128 to
accommodate the longer spring group footprint, and bolster 222
similarly has a wider end to sit over the spring group.
[0113] In this example, damper wedges 228, 230 and 229, 232 sit
over 50% of the spring group i.e., {fraction (4/8)} namely springs
234, 236, 233, 235. For the same proportion of vertical damping as
in truck 20, wedges 128 and 130 may tend to have a larger included
angle, possibly about 60 degrees, although angles in the range of
45 to 70 degrees could be chosen depending on spring combinations
and spring stiffnesses. Once again, in a warping condition, the
somewhat wider damping region (the width of two full coils plus
lateral travel of 11/2" (+/-)) of sideframe column wear plates 246,
247 lying between inboard and outboard gibbs 248, 249, 250, 251
relative to truck 20 (a damper width of one coil with travel),
sprung on individual springs (inboard and outboard in truck 220, as
opposed to a single central coil in truck 20), may tend to generate
a moment couple to give a restoring force working on a moment arm.
This restoring force may tend to urge the sideframe back to a
square orientation relative to the bolster, with diagonally
opposite pairs of springs working as described above. In this
instance, the springs each work on a moment arm distance
corresponding to half of the distance between the centers of the 2
rows of coils, rather than half the 3 coil distance shown in FIG.
4.
[0114] One way to encourage an increase in the hunting threshold is
to employ a truck having a longer wheelbase, or one whose length is
proportionately great relative to its width. For example, at
present two axle truck wheelbases may generally range from about
5'-3" to 6'-0". However, the standard North American track gauge is
4'-81/2", giving a wheelbase to track width ratio possibly as small
as 1.12. At 6'-0" the ratio is roughly 1.27. It would be preferable
to employ a wheelbase having a longer aspect ratio relative to the
track gauge.
[0115] In the case of truck 220, the size of the spring group
yields an opening between the vertical columns of sideframe of
roughly 33 inches. This is relatively large compared to existing
spring groups, being more than 25% greater in width. In an
alternate 3.times.5 spring group arrangement, the opening between
the sideframe columns is more than 271/2 inches wide. Truck 220
also has a greater wheelbase length, indicated as WB. WB is
advantageously greater than 73 inches, or, taken as a ratio to the
track gauge width, and is also advantageously greater than 1.30
times the track gauge width. It is preferably greater than 80
inches, or more than 1.4 times the gauge width, and in one
embodiment is greater than 1.5 times the track gauge width, being
as great, or greater than, about 86 inches.
[0116] It will be understood that the features of the trucks of
FIGS. 2a, 2b, 3a, 3b, 4, 5a, 5b, 5c, 5d and 7a to 7e are provided
by way of illustration, and that the features of the various trucks
can be combined in many different permutations and combinations.
That is, a 2.times.4 spring group could also be used with a single
wedge damper per side. Although a single wedge damper per side
arrangement is shown in FIGS. 2a and 3a, a double damper
arrangement, as shown in FIGS. 4 and 5a is nonetheless preferred as
a double damper arrangement may tend to provide enhanced squaring
of the truck and resistance to hunting. A 3.times.3 or 3.times.5,
or other arrangement spring set may be used in place of either a
3:2:3 or 2.times.4 spring set, with a corresponding adjustment in
spring seat plate size and layout. Similarly, the trucks can use a
wide sideframe window, and corresponding extra long wheel base, or
a smaller window. Further, each of the trucks could employ a
rocking bottom spring seat, as in FIG. 2b, or a fixed bottom spring
seat, as in FIG. 3a, 4 or 5a.
[0117] When a lateral perturbation is passed to the wheels by the
rails, the rigid axles will tend to cause both sideframes to
deflect in the same direction. The reaction of the sideframes is to
swing, rather like pendula, on the upper rockers. The pendulum and
the twisted springs will tend to urge the sideframes back to their
initial position. The tendency to oscillate harmonically due to the
track perturbation will tend to be damped out be the friction of
the dampers on the wear plates.
[0118] As before, the upper rocker seats are inserts, typically of
a hardened material, whose rocking, or engaging surface 80 has a
radius of curvature of about five inches, with the center of
curvature (when assembled) lying above the upper rockers (i.e., the
surface is upwardly concave).
[0119] In each of the trucks shown and described herein, for a
fully laden car type, the lateral stiffness of the sideframe acting
as a pendulum is less than the lateral stiffness of the spring
group in shear. In one embodiment, the vertical stiffness of the
spring group is less than 12,000 Lbs./in, with a horizontal shear
stiffness of less than 6000 Lbs./in. The pendulum has a vertical
length measured (when undeflected) from the rolling contact
interface at the upper rocker seat to the bottom spring seat of
between 12 and 20 inches, preferably between 14 and 18 inches. The
equivalent length L.sub.eq, may be in the range of 8 to 20 inches,
depending on truck size and rocker geometry, and is preferably in
the range of 11 to 15 inches, and is most preferably between about
7 and 9 inches for 28 inch wheels (70 ton "special"), between about
81/2 and 10 inches for 33 inch wheels (70 ton), 91/2 and 12 inches
for 36 inch wheels (100 or 110 ton), and 11 and 131/2 inches for 38
inch wheels (125 ton). Although truck 120 or 220 may be a 70 ton
special, a 70 ton, 100 ton, 110 ton, or 125 ton truck, it is
preferred that truck 120 or 220 be a truck size having 33 inch
diameter, or even more preferably 36 or 38 inch diameter
wheels.
[0120] In the trucks described herein according to the present
invention, L.sub.resultant, as defined above, is greater than 10
inches, is advantageously in the range of 15 to 25 inches, and is
preferably between 18 and 22 inches, and most preferably close to
about 20 inches. In one particular embodiment it is about 19.6
inches, and in another particular embodiment it is about 19.8
inches.
[0121] In the trucks described herein, for their fully laden design
condition which may be determined either according to the AAR limit
for 70, 100, 110 or 125 ton trucks, or, where a lower intended
lading is chosen, then in proportion to the vertical sprung load
yielding 2 inches of vertical spring deflection in the spring
groups, the equivalent lateral stiffness of the sideframe, being
the ratio of force to lateral deflection measured at the bottom
spring seat, is less than the horizontal shear stiffness of the
springs. The equivalent lateral stiffness of the sideframe
k.sub.sideframe is less than 6000 Lbs./in. and preferably between
about 3500 and 5500 Lbs./in., and more preferably in the range of
3700-4100 Lbs./in. By way of an example, in one embodiment a
2.times.4 spring group has 8 inch diameter springs having a total
vertical stiffness of 9600 Lbs./in. per spring group and a
corresponding lateral shear stiffness k.sub.spring shear of 4800
lbs./in. The sideframe has a rigidly mounted lower spring seat. It
is used in a truck with 36 inch wheels. In another embodiment, a
3.times.5 group of 51/2 inch diameter springs is used, also having
a vertical stiffness of about 9600 lbs./in. in a truck with 36 inch
wheels. It is intended that the vertical spring stiffness per
spring group be in the range of less than 30,000 lbs./in., that it
advantageously be in the range of less than 20,000 lbs./in and that
it preferably be in the range of 4,000 to 12000 lbs./in, and most
preferably be about 6000 to 10,000 lbs./in. The twisting of the
springs has a stiffness in the range of 750 to 1200 lbs./in. and a
vertical shear stiffness in the range of 3500 to 5500 lbs./in. with
an overall sideframe stiffness in the range of 2000 to 3500
lbs./in.
[0122] In the embodiments of trucks in which there is a fixed
bottom spring seat, the truck may have a portion of stiffness,
attributable to unequal compression of the springs equivalent to
600 to 1200 Lbs./in. of lateral deflection, when the lateral
deflection is measured at the bottom of the spring seat on the
sideframe. Preferably, this value is less than 1000 Lbs./in., and
most preferably is less than 900 Lbs./in. The portion of restoring
force attributable to unequal compression of the springs will tend
to be greater for a light car as opposed to a fully laden car,
i.e., a car laden in such a manner that the truck is approaching
its nominal load limit, as set out in the 1997 Car and Locomotive
Cyclopedia at page 711.
[0123] The double damper arrangements shown above can also be
varied to include any of the four types of damper installation
indicated at page 715 in the 1997 Car and Locomotive Cyclopedia,
whose information is incorporated herein by reference, with
appropriate structural changes for doubled dampers, with each
damper being sprung on an individual spring. That is, while
inclined surface bolster pockets and inclined wedges seated on the
main springs have been shown and described, the friction blocks
could be in a horizontal, spring biased installation in a pocket in
the bolster itself, and seated on independent springs rather than
the main springs. Alternatively, it is possible to mount friction
wedges in the sideframes, in either an upward orientation or a
downward orientation.
[0124] Reduced Radius of Curvature Bearing Adapter
[0125] Trucks A20, 10, 120, and 220 discussed thus far have been
considered in the context of trucks having the upper rocker,
pedestal seat, and bearing adapter rocker geometry of a swing
motion truck. However, a conventional, non-swing motion truck does
not have the upper rocker arrangement of a swing motion truck as
indicated by upper rocker 40 and bearing adapter 42. Rather, it may
tend to have a planar pedestal seat bearing surface which makes
rolling line contact with a downwardly concave (i.e., crowned)
bearing surface of a bearing adapter. The crowned surface may have
a radius of curvature of some 60 inches, the center of curvature
lying below the surface. As noted above, in a conventional three
piece truck suspension the lateral spring stiffness tends to be
strongly related to the vertical spring stiffness. A swing motion
truck alters this relationship by introducing a relatively soft
pendulum. The softness of the pendulum then becomes the dominant
element of the lateral response, and is not directly related to the
vertical stiffness of the springs.
[0126] An aspect of the present invention is to use a bearing
adapter having crown having a smaller radius of curvature, such
that the pendulum stiffness of the sideframe is preferably less
than the shear stiffness of the spring group. That is, the pendulum
stiffness is sufficiently low that the shear stiffness in the
spring group is no longer so dominant in determining the lateral
response of the truck.
[0127] Consider, trucks 120 and 220. This trucks have fixed bottom
spring seats. In an alternative embodiment, trucks 120 and 220 may
not have items 40 and 42. In an alternative embodiment, these
trucks may have the basics structure of a truck such as a Barber S2
HD truck, or other commercially available 3 piece truck for
interchange service in North America, as opposed to a swing motion
truck. In such a truck there may be a conventional spring group
arrangement, such as any of the arrangements shown at pages 739-746
of the 1997 Cyclopedia, those pages being incorporated herein by
reference. The applicant also incorporates by reference pages
811-822 of the 1997 Cyclopedia which pertain to bearings. In
general, the existing spring group arrangement may typically be a
3.times.3 arrangement, a 2:3:2 arrangement, or a 3:2:3 arrangement.
Such a truck would have a wheel base of 5'-3" to 6'-0", and might
typically have an existing set of bearing adapters mounted to the
bearings located on the ends of the two axles. An existing type of
bearing adapter is shown at page 819 of the 1997 Cyclopedia. As is
shown more clearly in the photograph at page 834 of the 1997
Cyclopedia, the bearing adapter has a bearing surface, or interface
that is split into two portions separated by a central channel
groove, or slot. The bearing interface has a slight crown. A very
detailed illustration, of a bearing adapter is shown at page 682 of
the 1980 Cyclopedia, in which the crown is indicated as having a 60
inch crown radius, with a tolerance that appears to be +0", -20" in
the half side view. The crown radius is concave downward--i.e., the
center of curvature lies below the surface.
[0128] The pedestal of the sideframe of the existing truck has a
mating bearing face, in the nature of a machined flat surface for
mating in line contact with the crowned portions of the bearing
surface interface in rolling contact. A lateral force transmitted
into the bottom spring seat may then tend to cause rolling motion
between the crowned interface and flat surface.
[0129] The lateral motion of the existing sideframe is constrained
by inboard and outboard gibs that may allow roughly about 1/4",
3/8" or 1/2" of lateral travel either inboard or outboard of a
central position. (that is, the total lateral travel may be in the
range of twice those amounts, namely 1/2" to 1"). The bottom spring
seat of this truck does not have a rocker, but is rigidly located
on the lower sideframe member (i.e., the tension member).
[0130] Referring to FIGS. 6a to 6f, a truck employing bearing
adapter 400 may either be constructed originally, or can be
retrofit to a converted condition by a number of steps. One step is
to remove the existing bearing adapter and replacing it with new
bearing adapter 400 as shown in FIGS. 6a and 6b. New bearing
adapter 400 can be taken as being the same as the old bearing
adapter except insofar as the profile of the crowned interface of
new bearing adapter 400 has a significantly reduced radius of
curvature R3. That is, if made on a circular arc, the radius of
curvature of arcuate portions 402 and 404 of bearing adapter 400
may be in the range of less than 30". The radius of curvature may
be in the range of 3 to 24 inches, in a narrower range of 3 to 12
inches, advantageously in the range of 4 to 8 inches, and
preferably about 5". The curved crown portion of bearing adapter
400 merges into the surrounding generally planar portions 408 of
the upper surface of bearing adapter 400 more generally.
[0131] A further alternate embodiment of bearing adapter profile is
shown in FIG. 6c. In this instance bearing adapter 420 has a
central portion 422 having a radius of curvature R4, which, like
R3, is significantly less than 60". Adjacent to central portion
422, bearing adapter 420 has shoulder portions 424 and 426 having
greater radii of curvature R5 than central portion 422, the edges
of shoulder portions 424 and 426 merging with the surrounding
surface 428. The line of intersection of the shoulder regions lies
at an angle .OMEGA.1 (omega) from the vertical. In the region
between + and -.OMEGA.1 to either side of the central position,
namely in the O.sub.2 region, the pendulum behaviour of the
sideframe may tend to be governed by the first radius of curvature.
Outside of that central range, it will tend to be governed by the
radius of curvature of shoulder portions 424 and 426. This may tend
yield a two regime dynamic response to lateral input perturbations,
namely a relatively soft, low amplitude portion central portion,
and a stiffer, larger amplitude portion corresponding to the
shoulders. In one embodiment the first region may tend to have a
radius of curvature in the range of 3 to 10 inches, or more
preferably about 4-6 inches, and most preferably about 5 inches,
while the second region may have a radius of curvature in the range
of 10 to 30 inches, or more preferably 12 to 20 inches, and most
preferably about 15 inches. The size of the angle .OMEGA.1 may be
such as to give a lateral deflection under the first regime of 3/4"
to 11/4" an inch, and preferably about 1" to either side of a
central position, when deflection is measured at the bottom spring
seat. Alternatively, as measured by angle, the size of angle omega
may be about 21/2 to about 4 degrees, and preferably about 31/4
degrees.
[0132] In a further alternate embodiment of the invention, in FIG.
6e, a bearing adapter 440 may have a crown profile 442 for which
one or more portions have a continuously changing radius of
curvature R(.theta.) (meaning R is a function of theta, the given
angle from the vertical), from a minimum at the central rest
position (i.e., at zero degrees lateral deflection) to a maximum at
the point at which the side frame abuts one or other of the inboard
or outboard gibs. For example, profile 442 may be in the form of a
downwardly opening curve, for which the instantaneous radius of
curvature is smallest, perhaps in the range of 3-6 inches, at the
central region, and larger to either side thereof, ranging up to
perhaps 15-20 inches at the edge of the zone of travel when the
sideframe abuts one or other of the gibs.
[0133] The sideframe may tend to bottom out on the bolster gibs
before the rolling line of contact runs off the arcuate surfaces.
When this occurs, the truck bolster is constrained from further
lateral motion relative to the side frames, and may then tend to
deflect in a rocking motion on the main springs, depending on the
mass carried, and on the height of the center of gravity of that
mass, and the magnitude of the lateral input perturbation at track
level, yielding a third possible, rocking, regime outside the first
and second regimes corresponding to the radii of the first and
second regions of the arcuate crown profile.
[0134] It may be that a particular material is preferred for
fabrication of these arcuate surfaces. To that end, the arcuate
bearing surface of the bearing adapter may be strengthened, or
hardened, and a suitably strengthened or hardened seat may be
installed in the sideframe pedestal. Alternatively, as shown in
FIG. 6e, any of the various embodiments of curved bearing surface
of FIG. 6a, 6c, or 6d may employ an insert 462, as shown in bearing
adapter 460, the insert being made of a similar material to that
used for rockers and rocker seats in a swing motion truck.
[0135] FIG. 6f, based on the illustration at page 819 of the 1997
Cyclopedia, shows the general installation position of the bearing
adapter, be it 400, 420, 440, or 460, in the side frame, indicated
generically as 470, the pedestal mounting 472 having a flat bearing
surface 474. The bearing is indicated as 476. The axle is on which
the bearing is mounted is indicated as 478.
[0136] Retro-Fit Gibs
[0137] To accommodate greater lateral movement, the truck, whether
new or retro-fit, may be provided with a gib arrangement allowing
greater lateral travel as in truck 120, or 220. That is, for a
retro-fit truck, the existing gibs may be removed, and replacement
gibs provided and installed on a wider spacing, corresponding to
that shown for trucks 120 and 220 above. While the desired range of
gib spacing may be at least 1" inch to either side of an at rest
centered position of the sideframe between the gibs, it is
preferred if the gib spacing dimension be in the range of 11/4" to
13/4", preferably in the range of 13/8" to 15/8", and most
preferably about 11/2" to either side of the at rest central
position. While it is preferable that the gib spacing be
symmetrical relative to the central, at rest, position of the truck
bolster relative to the sideframes, it is not necessarily so. That
is, the outboard gib spacing may be slightly greater than the
inboard gib spacing, perhaps by as much as 3/8".
[0138] Retro-Fit Damper Arrangement
[0139] The retro-fit truck may be provided with a 4 corner damper
arrangement, as in truck 120, 220. To that end, an existing bolster
may be removed and replaced with a bolster originally manufactured
with a four-corner bolster arrangement as in truck 120, or 220, or,
alternatively, the outboard end portions of the existing bolster
may be rebuilt with inserts, each insert having a pair of spaced
apart damper pockets, and damper wedges to seat above the corner
springs of the spring group arrangement. As will be understood,
where the same proportion of vertical damping force is desired as
before, the angle of the damper wedges may be adjusted
correspondingly to larger angles, there being a variety of possible
damper arrangements, whether split dampers, or dampers having both
primary and secondary angles, or combinations thereof.
Alternatively, the springs in the spring group can be subject to a
different selection of sizes and a different damper wedge angle to
give the desired amount of damping.
[0140] Where a four-cornered damper arrangement is to be installed
by retro-fit, existing side frame column wear plates may be
removed, and replaced by corresponding new, wider, side frame
column wear plates of appropriate width to accommodate both the
wider damper arrangement, and the lateral travel of the bolster
relative to the side frames.
[0141] A truck modified in this manner (or built as original
equipment in this manner) may tend to be able to retain
substantially the same, relatively stiff, vertical spring stiffness
as it had before being modified, yet may have a significantly
softened lateral response for which the dominant element of lateral
stiffness is the softness of the pendulum. For a set of springs in
a spring group having an overall vertical spring rate of about
25,000 lbs/inch (+/-5,000 lbs/inch), and a radius of curvature on
the pendulum surface of 5 inches, the effective lateral stiffness
for a laden 286,000 lbs., box car, such as may be used for carrying
rolls of paper may be have a pendulum stiffness in the range of
about 4,000-6000 lbs/in of lateral deflection measured at the end
of the bolster, and preferably in the range of about 5000 lbs/in or
somewhat less than that. Depending on the actual value, this value
may be roughly half of the value that might otherwise have been the
case before modification of the truck.
[0142] Optionally, where the truck originally has a frame brace,
that frame brace may be removed. If the truck originally had a
transom, that transom may be removed.
[0143] The trucks of the foregoing embodiments may be used with
relatively soft vertical spring rate spring groups, where the
vertical spring rate of the group is less than about 18,000 to
20,000 lbs. per inch, and possibly less than 12,000 lbs per inch,
such as might tend to be suitable to give a softer ride for low
density, high value goods such as automobiles, white goods,
electronic equipment or other consumer goods more generally. Such a
truck may be employed in the types of freight car shown in FIG. 8,
namely an autorack rail road car 280 (whether in single units or
articulated); an intermodal well car 282 (whether in single units,
as 282, or articulated as 284), such as, for example, a double
stack container carrying well car; a spine car for carrying highway
trailers 286 (whether as a single unit or articulated); an
auto-parts box car or a box car for consumer merchandise 288; an
intermodal flat car 290; or, more generally for any kind of rail
road car with a relatively low density, fragile type of lading.
[0144] Alternatively, the trucks of the foregoing embodiments may
be used with stiffer vertical spring rates, in the ranges above
20,000 lbs/in per spring group, and more strongly, in the range of
greater than 25,000 lbs/in per spring group, such as might be used
in freight cars 292 such as shown in FIG. 9 for carrying general
merchandise or commodities of greater density, including rail road
freight car 294 for carrying rolls of paper, for which a relatively
soft lateral response might still be desired.
[0145] In one embodiment, a truck, in particular a 110 Ton
variation of truck 120 or 220, may have a 3.times.3 or 3:2:3, or
2:3:2 spring group of relatively high vertical stiffness (e.g.,
more than 20,000 lbs/inch per spring group), a four cornered damper
arrangement, a bearing adapter and side frame pedestal arrangement
having a rolling contact on a relatively small radius of curvature
(4-6 inches), with gibs accordingly spaced to permit relatively
generous lateral travel (e.g., the in the range of 1 to 1{fraction
(5/8)} inches to either side of a central rest position) of the
truck bolster with respect to the sideframes. Such a truck may be
intended for service in a paper carrying box car or an auto-parts
box car. Parameter values for 5 different embodiments 110 Ton
trucks having 3.times.3 spring group arrangements with fixed side
frame bottom seats and four cornered damper layouts are attached as
appendix A hereto. The parameter values in these embodiments are
approximate, and may include values +/-10% lesser or greater than
the values indicated.
[0146] The embodiments of trucks shown and described herein may
vary in their suitability for different types of service. Truck
performance can vary significantly based on the loading expected,
the wheelbase, spring stiffnesses, spring layout, pendulum
geometry, damper layout and damper geometry.
[0147] Various embodiments of the invention have now been described
in detail. Since changes in and or additions to the above-described
best mode may be made without departing from the nature, spirit or
scope of the invention, the invention is not to be limited to those
details but only by the appended claims.
Appendix A
[0148] 110 Ton Truck 3.times.3 Spring Group Embodiments
* * * * *