U.S. patent number 3,577,931 [Application Number 04/600,486] was granted by the patent office on 1971-05-11 for dampened railway car truck.
This patent grant is currently assigned to Midland-Ross Corporation. Invention is credited to James A. Shafer.
United States Patent |
3,577,931 |
Shafer |
May 11, 1971 |
DAMPENED RAILWAY CAR TRUCK
Abstract
A railway car truck which includes a bolster supported at each
end on load springs which are in turn supported by the side frames
of the truck. The load springs are of length which exceeds that of
conventional load springs to attain softer, full-load cushioning.
To avoid mispositioning of the car coupler at a greater height than
allowed, the car truck includes cushioning devices between the
bolster and the upper part of each side frame.
Inventors: |
Shafer; James A. (East
Cleveland, OH) |
Assignee: |
Midland-Ross Corporation
(N/A)
|
Family
ID: |
24403785 |
Appl.
No.: |
04/600,486 |
Filed: |
December 9, 1966 |
Current U.S.
Class: |
105/198.7;
105/206.1; 105/202; 267/4 |
Current CPC
Class: |
B61F
5/06 (20130101) |
Current International
Class: |
B61F
5/06 (20060101); B61F 5/02 (20060101); B61f
005/06 (); B61f 005/08 (); B61f 005/12 () |
Field of
Search: |
;105/1,2,3,4,157,158,175,182,197.1,197.2,206,207,216,217 ;267/3
;105/159,197 (A)/ ;105/197 (B)/ ;105/197 (D)/
;105/193,198,199,200,420,197,202,208 ;267/1 (CP)/ ;267/1 (GZC)/
;267/1 (GZU)/ ;267/4 |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: La Point; Arthur L.
Assistant Examiner: Beltran; Howard
Claims
I claim:
1. A railway car comprising a body and a truck thereunder in
supporting relation therewith, said truck comprising:
two pairs of wheels, each pair joined by an axle;
a pair of substantially identical side frames extending from axle
to axle in journal-bearing relation therewith, each side frame
having a top member and a bottom member with a bolster opening
therebetween;
a bolster having an end section received in each of said
openings;
each bolster opening defining an operating range of displacement
extending from an empty car position to a fully loaded car position
for the end section disposed therein at standing-car conditions,
said range being measured along a minor intermediate portion of the
height of the opening;
a cushioning system for each side frame which supports respective
bolster sections within said range at empty to full load,
standing-car conditions;
said cushioning means comprising a group of coil springs of similar
height, the height of the bolster opening at least equaling the sum
of the height of the bolster portion in said opening and the length
of a diagonal passing through the longitudinal axis and the end
loops of one of said springs in free-length condition;
an elastomeric vertically compressible, laterally expandable
cushion disposed in a state of initial partial lateral expansion
and vertical compression between each top member and the underlying
bolster section in equilibrium with said springs to dispose the
bolster downwardly within said range at empty standing-car
condition.
2. The railway car of claim 1 wherein:
said body has a coupler projecting outwardly from an end thereof
which is disposed along a generally horizontal pulling axis located
approximately at a midpoint in the height of its face and said
coupler is movable vertically along with said bolster to dispose
the pulling axis within a range of elevation between 311/2 inches
and 341/2 inches above a plane of railtop engagement for said
wheels.
3. The railway car of claim 1 wherein:
the height of the side frame between the underside of said bottom
member to the topside of said top member is not greater than about
257/8 inches.
Description
DESCRIPTION
The railway companies are continually subject to damage claims
arising out of lading damaged in transit. Much of this damage is
due to vertical impacting of the lading because of the hard-riding
characteristics of the freight cars. To date, efforts, in so far as
springs are concerned, to improve the ride of freight cars have
been directed primarily to using the longest travel springs
possible that are consistent with a permissible coupler height
above the rails, and then controlling bolster oscillation by some
type of friction snubbing system. At the moment, the softest
springs that can be used on standard trucks have about 3 11/16
inches total deflection and 2 7/16 inches deflection under full
load because of the standard coupler height established by the
Association of American Railroads (A.A.R.), i.e., the height of the
coupler axis above the tops of the rails. This standard requires
that the coupler height of a standing car may vary between 311/2
and 341/2 inches. This is an overriding consideration that the
truck designer must respect when seeking any modification of
present designs.
Thus, an essential problem in designing softer riding freight cars
is to provide cushioning which achieves easy riding while keeping
the coupler height within the required coupler height range at both
empty and loaded conditions of the car. The designer must also work
within a maximum vertical side frame dimension in providing a
modified side frame structure.
There are prior art arrangements which disclose car trucks equipped
with coil or leaf springs placed between the bolster and the
underside of the overhanging compression member. The disclosures
thereof indicate that such springs were used primarily to change
the oscillation of the load springs and to snub upward oscillation
of the bolster. Experience with these arrangements did not result
in commercial success because such trucks simply functioned at a
new spring frequency without satisfactory dampening or cushioning
of bolster oscillation. In many instances, especially when the
springs have low initial compression, such expedience merely adds
to the rigidity of the trucks and substantially prevents any
cushioning at empty load conditions. It was especially difficult to
achieve satisfactory results with prior art arrangements because of
incompatibility thereof with, or the impediments imposed by A.A.R.
standard dimensions, such as the spacing of the side frame top
surface, the side frame undersurface, the center plate, the
coupler, etc., from the rail tops, and various lateral and
longitudinal contour dimensions of the car truck.
Hence, the primary object of the present invention is to provide
freight car trucks of improved riding characteristics without
departing from A.A.R. standard specifications.
It is especially an object to improve the ride of loaded railway
vehicles.
In achieving these and other objects, the emphasis of the present
invention is on the use of load springs of maximum length in order
to utilize springs having maximum softness in relation to load
capacity, and reduced frequencies of oscillation.
According to this invention, a car truck is provided which
comprises load springs of maximum length that can be inserted in a
practical manner into a side frame bolster opening with the bolster
positioned against means defining one extremity of the opening.
Such springs have a deflection, while under compression at fully
loaded condition of a vehicle in stationary condition, disposing
the coupler of the vehicle within the lower portion of a
predetermined standard range of height above rails supporting the
vehicle. The car truck further comprises cushioning means,
preferably a cushion of rubberlike material, disposed between the
bolster and a member defining the upper extremity of the bolster
opening, and constructed to a free height enabling it, under an
initial condition of compression, to dispose the bolster at a
height placing the coupler, at empty car condition, in the upper
portion of its allowed height range.
In the drawing with respect to which the application is
described:
FIG. 1 is a plan view of a car truck in accordance with the
invention;
FIG. 1a is a fragmentary schematic side elevation of a railway car
having a truck such as illustrated by FIGS. 1 and 2;
FIG. 2 is a side elevation of the car truck in FIG. 1;
FIG. 3 is a fragmentary section in elevation of the car truck in
FIGS. 1 and 2 taken along line III-III of FIG. 2;
FIG. 4 is a fragmentary section in elevation taken along line IV-IV
of FIG. 1;
FIG. 5 is a schematic plan view of the load springs as seated in
the lower portion of a side frame; and
FIG. 6 is a fragmentary schematic view in transverse cross section
of a bolster and side frame illustrating a stage of load spring
installation.
The FIGS. of the drawing portray a car truck in accordance with the
present invention which is typical as to overall dimensions of a
standard 61/2.times.12 freight car truck, such as used on railways
in the United States. FIG. 1a partially illustrates a freight car 1
equipped with a coupler 2 having a longitudinal axis A-A attached
to the car body 3 in the conventional manner, and a truck 5
attached by king pin (not shown) to the car body 3 in the
conventional manner. The reference herein made to coupler height
above the rail is that distance, e.g., between the axis A-A and the
top surface of the rail 4. As a major component, the car truck 5
comprises a pair of wheel and axle assemblies 6 and 7, a pair of
side frames 8 and 9 supported by conventional bearing structure on
journal sections of the axles of the axle-wheel assemblies, a
bolster 10 having end sections received in bolster openings of the
side frames of conventional arrangement, load springs 11 received
within the bolster openings of the side frames to receive bolster
end-sections thereon, and a cushioning unit 12 of rubber or
rubberlike material disposed between an undersurface of the side
frame compression member and the underlying bolster section. The
truck herein disclosed embodies a bolster snubbing system such as
described in U.S. Pat. No. 3,254,612. The term "standing-car" is
used herein in connection with measurements conventionally made on
a railway car with reference to a datum plane such as that defined
by the tops of the rails on which a car is standing. The term
denotes a motionless car standing at rest on a level track as,
e.g., required by the A.A.R. in measuring coupler heights under
various load conditions of the car.
Truck 5 differs from the conventional truck primarily in the
greater free-length of the springs 11, the presence of the
cushioning unit 12, and lateral enlargements or ledges 14 and 15
necessary for providing seats for the pads 12.
Because of the necessity for working within A.A.R. standards, that
part of the compression member over the bolster opening must not
stand more than 31 inches above the rail tops in order to provide
sufficient clearance between the top of the side frame and car body
bolsters. The frame must stand approximately 51/8 inches above the
rail tops. Such specifications leave approximately 25 7/8 inches
for side frame construction along a vertical transverse center
plane of the side frame. With a compression member of 3 inches
thickness and a tension member of 31/2 inches in thickness, the
height of the bolster opening is necessarily about 193/8 inches.
Under present design conditions, the thickness of the bolster end
section between the spring seat undersurface and its top surface is
about 4 inches.
Experience of the railway industry with side frames indicates that
the lower seat for the load springs should be surrounded with a
spring retaining flange of approximately 23/4 inches in height (see
side frame flanges 18 and 19 in FIG. 3), and the upper spring seat
on the bolster should be substantially circumscribed by a flange 21
of 1 inch in height. Hence, when the bolster 10 is elevated against
the undersurface 23 of the compression member 24 of side frames 8
and 10 in preparation for the placement of the load springs 11
between the lower spring seat 26 and the upper spring seat 27, an
open space of 153/8 inches exists. However, because the load
springs must be inserted into this space on a bias, and the outer
diameter of the larger set of springs is approximately 51/2 inches,
load springs having a length of 14 inches are about the maximum
that can be inserted without resorting to expensive means of
precompression. To provide sufficient room for the springs to be
inserted, the height of the bolster opening should be as great as
the sum of the height of the bolster portion disposed therein and
the length of a diagonal through the longitudinal axis and end
loops of the largest load spring. During placement of the springs,
the spring may thus be inserted under the bolster while positioned
subjacent the compression member 24 and moved from a biased
alignment to an alignment perpendicular to the spring seat on the
tension member.
FIG. 6 illustrates the manner in which such insertion of springs
may be accomplished. This FIG. shows one spring 11 of free-length
in tilted position with its diagonal (dot-dash line 31) in
perpendicular relation to the spring seat 26, thereby illustrating
that the diagonal 31 and the height of the bolster portion
(dot-dash line 32) are approximately equal to the height of the
bolster opening. Another spring of free-length is shown in seated
position on the seat 26.
To obtain the spring capacities currently desired, it is necessary
that the load springs be provided as a plurality of spring units
wherein each unit comprises three concentric springs of
approximately equal length arranged, for example, as shown in FIG.
5. The difficulties of positioning such spring units in anything
but their free-length condition may well be imagined, as spring
unit capacities in the order of 8 to 10,000 pounds are
contemplated.
However, when a truck of an empty car is assembled with springs of
14 inches free-length without including the above
bolster-cushioning unit 12 in place, as shown in the side frames,
the body of an empty car assumes a position placing its coupler
with its longitudinal axis at a height of 36 3/16 inches above the
rail tops if the empty weight of a 70-ton car is assumed to be
approximately 22 tons. Under this situation, there is a clearance
of 2 3/16 inches between the compression member and the top of the
bolster since the height of the load springs had been reduced to 13
3/16 inches. However, this condition places the coupler axis 36
3/16 inches above the rail tops and 1 11/16 inches greater than the
permissible height. At 341/2 inches coupler height, the load
springs at 14 inches free height must be deflected 21/2 inches to a
height of 111/2 inches. If a spring group of eight triple coil
units is assumed with a total capacity of approximately 76,000
pounds and a spring rate of approximately 13,200 pounds per inch,
based on 53/4 inches deflection, the bolster and the load springs
must be forced downward another 1 11/16 inches, equivalent to
22,000 pounds of force, for a total deflection of 21/2 inches, to
position the coupler within the allowed coupler height range.
Hence, at the highest permissible level of the car coupler, a
clearance of approximately 37/8 inches in height must exist between
the top of the bolster and the underside of the compression member
24. To provide 22,000 pounds of downward thrust on the bolster
needed at this condition, the cushioning unit 12 has an elastomeric
pad 28 of rubber or rubberlike material so constructed and designed
as to provide 22,000 pounds of thrust at a height or thickness of
37/8 inches. At empty car condition, the spring height is thus
112/3 inches as a result of 21/2 inches of deflection produced by
the aforesaid 22,000 pounds of thrust by the cushion 12 and
approximately 11,000 pounds of empty car weight exerted on a single
side frame. On the basis of a fully loaded car of 110 tons gross
weight (70-tons capacity) and springs of 13,200 per inch deflection
rate within a single side frame, the deflection between that of an
empty car and that of a loaded car is the difference between 4 1/16
inches and 21/2 inches, or 1 9/16 inches which is well within the
standard 3-inch range of permitted coupler height variation.
In effectuating a desired A.A.R. standard for coupler height, it is
clear from the foregoing text that the range for coupler height is
always directly related by the car structure to the height of the
bolster end section within its respective side frame bolster
opening. As the drawing shows, the bolster end section has an
approximately equal range of position, e.g., a range of 3 inches
along an intermediate minor portion of the height of the bolster
opening.
A full load deflection of 4 1/16 inches leaves approximately 1
11/16 inches further deflection available until the solid height of
the springs is reached. This potential resiliency of the spring
group is substantially greater than the difference of 1 4/16 inches
between the "full-load" height and "solid" height of the
conventional maximum height springs of 3 11/16 inches total
deflection. Since the pad 28 of the resilient unit 12 is designed
with a free height of approximately 61/2 inches, it functions under
substantially loaded conditions of the car in a nearly fully
expanded condition in which it exerts minor influence on the
oscillation rate of the load springs. The unit 12 comprises upper
and lower steel plates 29 and 31 of, e.g., one-fourth inch in
thickness. By loading the bolster 10 to effect nearly full
deflection of the springs up to 71/8 inches maximum space available
between the bolster and the compression member 24, the cushioning
unit 12 may be easily inserted into operative position between the
bolster and the compression member. When the bolster is released
from its fully deflected position, it then assumes a proper empty
load position, disposing the coupler of the vehicle in the upper
portion of the allowed coupler height range.
In the proportions shown, the outer diameter of the pad 28 is
approximately 8 inches and the inner diameter is approximately 3
inches in the free height condition of the cushioning unit. The pad
is designed in accordance with formulations well known to rubber
compounders in order to achieve 22,000 pounds of compression
resistance upon 21/2 inches reduction of the pad height from about
61/2 inches to 37/8 inches in the overall height of the cushioning
unit. On account of the limited space available between the bolster
and the compression member 24, coil springs, obviously, are not
available that will provide the deflection and resistance to
compression values realized by the pad 28.
In comparing the presently utilized load springs of 53/4 inches
deflection with conventional load springs of 3 11/16 inches
deflection, it should be noted that the deflection rates are,
respectively, approximately 13,200 pounds per inch of deflection
and 20,400 pounds per inch of deflection in each side frame. For
example, when a vehicle incorporating the car truck of this
invention passes over a track irregularity of one-half inch height
the truck sustains a force-blow from underneath of approximately
6,600 pounds instead of a blow in excess of 10,000 pounds, as in
the case of the conventional truck. Obviously, the jolt transmitted
to the lading is much softer whether the car is nearly empty or
fully loaded. In this situation the side frame is jerked upwardly
while the cushioning unit is expanding on upward motion of the side
frame as it passes over an irregularity and snubbing the downward
return motion of the side frame as it settles back to its normal
travelling plane. In each motion, the bolster disturbance and
impact on the lading is minimized. A further advantage realized
from the subject pad is the hysteresis of rubber and rubberlike
materials. That is to say, upward movements of the bolster relative
to the side frame result in some absorption or consumption of
energy rather than the complete storing of energy as the pad 28
undergoes compressive strokes.
Another major benefit of the longer load springs herein disclosed
is slower oscillation rate inherent in the longer springs and,
hence, a reduced hammering action on the lading when load
irregularities are such as to induce oscillatory bolster motions
relative to the side frames.
While the invention has been herein described with respect to but
one design of resilient cushioning unit between the bolster and the
compression member of the side frame, it is realized that
rubberlike compositions may be produced to varying compositions and
durometer hardness, and that the shape and lateral dimensions of
the pad or a plurality of pads used in the cushioning unit may be
varied.
The terms and expressions which have been employed are used as
terms of description and not of limitation and there is no
intention of excluding such equivalents as fall within the scope of
the claims.
* * * * *