Railway Vehicle Suspension Height Adjustment Device

Abstract

A device for adjusting the height of vehicle springs comprising a pair of elements underlying the spring, one of said elements being divided into a plurality of equal sectors each divided into a plurality of steps, the other of said elements having equiangularly spaced surfaces selectively engageable with corresponding steps of each sector, whereby upon relative rotation of said elements with respect to each other the combined height of said elements may be varied, said device also including means for lifting the spring load from said elements to permit their relative rotation.

Description

BACKGROUND OF THE INVENTION

1. Field of the Invention

The invention relates to railway rolling stock and consists particularly in improved means for adjusting the height of truck springs.

2. Description of the Prior Art

In railway rolling stock it frequently becomes necessary to adjust the height of body supporting springs due to wheel wear. This is sometimes accomplished by jacking the spring-supported structure and placing shims under the springs or under the spring seats.

It is an object of the invention to provide easily adjustable means for varying the height of railway vehicle truck springs.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a plan view of a railway truck embodying the invention.

FIG. 2 is a side elevation view of the truck illustrated in FIG. 1.

FIG. 3 is a transverse vertical sectional view along line 3-3 of FIG. 1.

FIG. 4 is an enlarged top view of one of the spring seats and adjacent portion of the truck frame, showing the height adjustment device.

FIG. 5 is an enlarged transverse vertical view along line 5-5 of FIG. 4.

FIG. 6 is an exploded perspective view of the height adjuster.

FIGS. 7 and 8 are enlarged longitudinal vertical sectional views along line 7=-7 of FIG. 4, showing the height adjuster set respectively for new wheels and worn wheels.

FIG. 9 is a side elevation view of a truck incorporating a modified form of height adjuster.

FIG. 10 is a transverse vertical sectional view along line 10-10 of FIG. 9.

DESCRIPTION OF THE PREFERRED EMBODIMENTS

The numeral 1 indicates railway flanged wheels mounted in spaced pairs on spaced axles 2 and 3, on the ends of which are mounted journal boxes 5.

A rigid frame comprises transversely spaced, longitudinally extending side members 7, connected to each other intermediate their ends by a transverse transom 9. Side members 7 are formed at their ends with downwardly open pedestal jaws 11, which embrace journal boxes 5 on which the frame is resiliently supported. The center portions 13 of side members 7 and transom 9 are depressed to substantially the level of the axles to provide a low-level spring support for transverse load supporting bolster 15.

Bolster 15 is depressed at its center and is formed with a body-supporting central bearing part 17, in which is pivotally received a mating central bearing part 19 secured to body underframe member U.

Bolster 15 is a box section with its bottom wall 1 removed at its ends to provide downwardly open spring pockets 21, in which are received upright coil springs 23 seated in upwardly open cup-shaped spring seats 25.

For transmitting longitudinal forces (traction and braking) between truck frame 7, 9 and bolster 15, and maintaining the bolster transverse of the truck frame, while accommodating transverse and vertical movements of the bolster relative to the truck frame, mediate central bearing 17 and bolster spring pockets 21, the bolster is formed with depending clevislike brackets 22 extending longitudinally of the truck from one side of the bolster, and transom 9 is formed with similar upstanding brackets 24 adjacent the other side of the bolster and longitudinally aligned with brackets 22. Both sets of brackets 22 and 24 are connected respectively by longitudinally extending anchor links 26, which are connected to the respective brackets by universal pivot means.

In order to maintain the height of bolster 15 and underframe U substantially constant irrespective of wheel wear, spring seats 25 are supported on the low-level center portions 13 of truck frame side members 7 by means of height adjusters each comprising a bottom element 27, rotatably seated on the flat top surface of side member center portions 13 and a nonrotatable top element 29 resting on the bottom element. For permitting additional lateral motion of bolster 15 with respect to the truck frame, a sandwich comprising a flat pad 31 of elastomeric material with metal plates 33 bonded to its upper and lower surfaces is positioned between spring seat 25 and top adjuster element 29. Plates 33 are formed with a pair of diametrically disposed ears 35 for attachment respectively to spring seat 25 and the top of top adjustment element 29, through similar ears 37 thereon.

Bottom adjustment element 27 comprises a disc 38 with a wide upstanding annular rim divided into four equiangular sectors 39 each of which is divided into three equiangular subsectors 41, 43 and 45 in vertically stepped relation with each other upwardly from bottom step 41.

Top adjustment element 29 includes a disc 46 with an integral depending rib structure comprising a central cylindrical rib 47 pivotally engageable with the inner surface of the bottom element annular rim, and four equiangularly spaced teeth 49 of sector shape in plan and suitably dimensioned of similar angularity with subsectors 41, 43 and 45 to mesh closely with selected steps 41, 43 and 45 of bottom adjustment element 27.

For retaining top and bottom adjustment elements 27 and 29 in selected relative positions, the top surfaces 51 of steps 41, 43 and 45 are preferably formed with radial V-shaped depressions and the bottom surface 53 of teeth 49 are formed with corresponding radial V-shaped projections adapted for mating relation with top surfaces 51.

To provide a center of rotation for bottom element 27, it is formed with a depending central cylindrical boss 55, which is pivotally received in a suitable bearing recess 57 in the top surface of truck frame side member depressed center portion 13.

On trucks with new wheels, bottom adjustment element 27 would be set with its bottom steps 41 in engagement with ribs 49 of top element 29 (FIG. 7). As wheel wear progressed, bottom element 27 would be rotated initially until its intermediate steps 43 engaged ribs 49 of top element 29, and finally when maximum wheel wear occurs, bottom element 27 would be rotated until its top steps 45 engaged ribs 49 of top element 29.

For maintaining bottom element 27 in any selected angular position on the truck frame, the bottom of the bottom element is preferably formed with at least three round holes spaced apart the same angular distance as adjacent steps 41, 43, 45, and the truck frame side member depressed portion sidewalls, 61 are recessed inwardly so that the projecting end 63 of the frame top wall forms a shelf having a threaded vertical hole 65 on the transverse centerline of the truck. A bolt 67, threadably received in hole 65 and held securely therein by a lock washer 69 projects upwardly into a selected hole 59 in the bottom adjustment element for preventing rotation of the latter and thus fixing it in selected angular relation with nonrotatable top element 29.

To facilitate rotation of bottom elements 27, means are provided for removing the load from them and elevating top elements 29. This is accomplished by forming each spring seat 25 with a pair of wings 71 extending lengthwise of the truck above the flat upper surface of the frame side member depressed portion 13. Wings 71 may also be utilized to provide spring seat connections respectively for lateral shock absorbers 73 and vertical shock absorbers 75 mounted on the sides of bolster spring pocket end portions 21.

For raising the spring seat a pair of small hydraulic jacks may be seated on the truck frame top wall 63, with their plungers P bearing against the undersides of spring seat wings 71. Upon being simultaneously energized, jacks J will raise the spring seat, and with it sandwich 31, 33 and top adjustment element 29, since the latter is fastened to spring seat 25 by means of sandwich 31, 33. Bolt 67 may then be partly unscrewed until its upper end is flush with the upper surface of frame top wall 63, and clear of the bottom adjustment element, after which bottom adjustment element 27 is rotated until the desired steps 41, 43 and 45 are vertically aligned with top element ribs 49. Jacks J are then lowered, permitting bottom surfaces 53 of top element teeth 49 to seat on top surfaces 51 of the selected bottom element steps.

A modified form of the invention is illustrated in FIGS. 9 and 10, in which parts corresponding to those in the first embodiment bear the same reference characters, substantially modified parts bear the same reference characters followed by the letter a, and entirely different parts bear different reference numerals.

The basic truck structure is generally similar to that previously disclosed, differing mainly in that it is arranged for pneumatic springs, of the diaphragm type. Bolster 15a is formed at its ends with downwardly open shallow cylindrical pockets 21a, which form the upper cylinders of the springs. The centers of pockets 21a are preferably in substantial vertical alignment, transversely of the truck, with the heads of tack rails R, R. Each spring includes an inner bottom cylinder 81 connected to top cylinder 21a by a flexible diaphragm 83, the intervening space being filled with compressed air from surge chambers 85 formed in the hollow interior of the box section bolster, vertical and lateral movements of the bolster on the springs being accommodated by compression of and displacement of the contained air and flexure of the diaphragms.

Bottom cylinders 81 are secured directly to top elements 29a of modified height adjusters which include bottom elements 27a rotatably seated on top wall 63a of truck frame side member depressed portion 13 a.

Height adjusters 27a, 29a are generally similar to height adjusters 27, 29 previously described, except that bottom element 29a is of annular shape with a central circular aperture 87, and central circular rib 47a is extended downwardly to form a cylindrical post passing through bottom element 87 and through vertically aligned circular apertures 89 in the top and bottom walls of transom 9a.

The arrangement of steps on bottom adjustment element 27a and of radial ribs 49a on element 29a is similar to that of the previously described adjuster 27, 29.

However, the means for elevating the spring and top adjuster element 29a to permit rotation of bottom element 27a is different. Top adjustment element posts 47a are centered with respect to springs 21a, 81, 83 and hence are in vertical alignment, transversely of the truck, with track rails R, so that, when height adjustment is required for any reason, such as to compensate for wheel wear, jacks J can be seated on railheads R, which provide a solid, stable support beneath posts 47a and the jacks are energized, raising posts 47a and top elements 29a to vertically clear bottom elements 27a, which may then be freely rotated around posts 47a to bring the desired steps of bottom elements 27a into vertical alignment with ribs 49a of the top adjustment element.

Claims

We claim:

1. A height adjustment device comprising a bottom adjuster element having a horizontal bottom surface, the top surface of said bottom adjuster element being divided into a plurality of equiangular sectors, each of said sectors being divided into a plurality of equiangular subsectors in sequential vertically stepped relation with each other accurately in a single direction along one radial face of the sector, the opposite radial face of each said sector being vertical, all of said sectors being stepped in the same direction, and a top adjuster element having equiangularly spaced depending individual teeth in the same number as said sectors, said top and bottom adjuster elements being rotatable about a common vertical axis to seat said teeth on selected subsectors of said bottom element whereby to vary the height of said device.

2. A height adjustment device according to claim 1 wherein said subsectors and said teeth are formed with matingly recessed and projecting opposing top and bottom surfaces respectively.

3. A height adjustment device according to claim 1 wherein said teeth are of sector shape in plan of substantially the same angularity as said subsectors.

4. A height adjustment device according to claim 1 wherein said teeth are of sector shape of substantially the same angularity as said subsectors and said subsectors and teeth are formed with matingly recessed and projecting opposing surfaces.

5. A height adjustment device according to claim 18 wherein said adjuster elements have mating vertical cylindrical bearing surfaces.

6. A height adjustment device according to claim 5 wherein said bottom element is of annular shape, its cylindrical bearing surface being its inner circumferential surface, the cylindrical bearing surface of said top element being a central cylindrical portion connecting said radial teeth.

7. In a vehicle suspension system spring support structure, a height adjustment device comprising a bottom adjuster element having a horizontal bottom surface seated on said spring support structure, the top surface of said bottom adjuster element being divided into a plurality of equiangular sectors, each of said sectors being divided into a plurality of equiangular subsectors in sequential vertically stepped relation with each other arcuately in a single direction along one radial face of the sector, the opposite radial face of each said sector being vertical, all of said sectors being stepped in the same direction, and a top adjuster element having equiangularly spaced depending individual teeth in the same number as said sectors, said top and bottom adjuster elements being rotatable about a common vertical axis to seat said teeth on selected subsectors of said bottom element whereby to vary the height of said device.

8. In a vehicle suspension system according to claim 7, a spring seat supported on said top adjuster element, there being a separate base member supporting said bottom element.

9. In a vehicle suspension system according to claim 8, a flat pad of elastomeric material interposed between the top of said top adjuster element and said spring seat.

10. In a vehicle suspension system according to claim 7, said top adjuster element being fixed against rotation and said bottom adjuster element being rotatable.

11. In a vehicle suspension system according to claim 10, an upright spring being seated in said spring seat and a load supporting structure carried on said spring.

12. In a vehicle suspension system according to claim 11, said top adjuster element being supported from and being elevatable with said spring seat, there being means for elevating said pring seat and said top adjuster element to permit rotation of said bottom adjuster element to bring said teeth of said top adjuster element into vertically opposing relation with different stepped subsectors of said bottom element and thus vary the height of said spring seat.

13. In a vehicle suspension system according to claim 12, said elevating means comprising vertically spaced apart downwardly and upwardly facing surfaces on said spring seat and said spring supporting structure respectively whereby jacks may be inserted between said vertically spaced surfaces.

14. In a vehicle suspension system according to claim 13, at least two of said surfaces on said spring seat spaced apart symmetrically thereabout.

15. In a vehicle suspension system according to claim 14, a pair of said surfaces being spaced apart diametrally of said spring seat.

16. In a vehicle suspension system according to claim 7, said bottom adjustment member being centrally vertically cylindrically apertured and said spring support structure being formed with an aligned cylindrical aperture, said top adjustment element being formed with a depending cylindrical post extending downwardly through said bottom element and said spring support structure.

17. In a vehicle suspension system according to claim 16 including railway wheels supporting said spring support structure on a track rail, said cylindrical apertures and said post being in substantial alignment with said wheels whereby the supporting railway track rail may provide stable and solid support for a jack placed under said post for raising said top element.