U.S. patent number 3,682,103 [Application Number 05/031,969] was granted by the patent office on 1972-08-08 for motion dampening means between the chassis and trucks of a railroad car.
Invention is credited to Stuart A. Schwam.
United States Patent |
3,682,103 |
Schwam |
August 8, 1972 |
MOTION DAMPENING MEANS BETWEEN THE CHASSIS AND TRUCKS OF A RAILROAD
CAR
Abstract
A railroad car is provided with motion dampening fluid units
capable of automatically shifting back and forth between operation
in accordance with one set of operating characteristics when the
car is not loaded and a different set of operating characteristics
when the car is loaded.
Inventors: |
Schwam; Stuart A. (Broomall,
PA) |
Family
ID: |
21862393 |
Appl.
No.: |
05/031,969 |
Filed: |
April 27, 1970 |
Current U.S.
Class: |
105/199.2;
105/453; 188/316; 213/43; 267/126 |
Current CPC
Class: |
B61F
5/24 (20130101); F16F 9/54 (20130101); B61F
5/144 (20130101); F16F 9/185 (20130101) |
Current International
Class: |
B61F
5/24 (20060101); B61F 5/14 (20060101); B61F
5/02 (20060101); F16F 9/54 (20060101); F16F
9/14 (20060101); F16F 9/18 (20060101); B61f
003/08 (); B61f 005/06 (); B61f 005/24 () |
Field of
Search: |
;105/199R,453,192,193
;213/8,43 ;188/316,317 ;267/65R,124,126 |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: La Point; Arthur L.
Assistant Examiner: Beltran; Howard
Claims
What is claimed is:
1. In a railroad car, the combination comprising:
A. a pair of trucks each including wheeled frames respectively
disposed on opposite sides thereof,
B. a car body including a chassis pivotally mounted upon said
trucks and resiliently supported thereon at a predetermined upper
level when said car body is not under load and at a lower level
when said car body is under load, and
C. at least one motion dampening unit on each side of said car,
each of said units being connected between said chassis and a side
frame of one of said trucks, and each including
1. a piston and cylinder assembly, the head of said piston being
disposed in the extension end of said cylinder and being
characterized by a one-way acting mode of operation when said car
body is supported as aforesaid at said predetermined upper level,
and being disposed in the compression end of said cylinder and
being characterized by a two-way mode of operation when said car
body is supported as aforesaid at said lower level, and
2. means confined to the extension end of said cylinder and
operative for automatically switching said piston and cylinder
assembly from said two-way acting mode of operation to said one-way
acting mode of operation in response to movement of said car body
from said lower support level to said predetermined upper support
level and the consequent shift of said piston head from working in
the compression end of said cylinder to working in the extension
end of said cylinder.
2. The combination according to claim 1 wherein the interface
between the extension end of the cylinder and the compression end
of the cylinder is approximately midway between the opposite ends
of said cylinder, and the means for automatically changing the mode
of operation of the piston and cylinder assembly in response to
movement of the car body from the lower to the upper support level
includes fluid passage means operative for providing unrestricted
flow of fluid between said extension end of the cylinder and said
compression end of the cylinder when the piston head works in said
extension end of the cylinder.
3. The combination according to claim 2 wherein the fluid passage
means providing unrestricted flow of fluid between the extension
and compression ends of the cylinder when the piston head works in
said extension end of the cylinder affords an effective by-pass
around said piston head.
4. The combination according to claim 3 wherein the inside diameter
of the cylinder is uniform throughout the full length thereof, and
the means for by-passing the piston head comprises a groove
extending the full length of the extension end of the cylinder.
Description
BACKGROUND OF THE INVENTION
1. Field of the Invention
The body of a railroad car normally is seated upon the wheeled
trucks which support it without being rigidly affixed thereto. As
the car moves over a track, the dynamic forces to which the trucks
are subjected cause the body of the car to sway, rock or roll from
side to side. The amplitude of the body roll tends to increase as
the speed of the car approaches a critical speed, and tends to
decrease as the speed of the car recedes from or surpasses these
critical speeds. When the car speed approximates a critical speed,
the forces which are at resonance cause excessive sway, rock or
roll, as a consequence of which wheel lift-off, lading damage and
damage to the car may ensue. Accordingly, the invention relates
generally to devices for reducing car body roll to a tolerable
level at all speeds, the purpose being to eliminate wheel lift-off
and to reduce pitch and vertical motion.
2. Description of the Prior Art
It is now conventional to interpose hydraulic dampers between the
body of a car and the trucks upon which the car is supported, for
the purpose of reducing the roll, pitch and vertical motion of the
car body as the car moves over a track. Reference may be had to
U.S. Pat. No. 3,415,203, issued to Frank W Hughes and Stuart A.
Schwam, Dec. 10, 1968, for such an arrangement. This arrangement
calls for the use of dampers that are double acting under all
conditions of loading, and for this reason has not proved to be
entirely satisfactory.
SUMMARY
When the car is under load, the level of motion as the car moves
over a track is such as to require double-acting dampers, but when
the car is not under load, the level of motion as the car moves
over a track is reduced to such an extent that single-acting
dampers may be used. Accordingly, dampers that are double acting
under all conditions of loading provide unnecessary damping when
the car is not under load. This is harmful and to be avoided.
Therefore, the principal object of this invention is to provide
dampers that have characteristics which change to accommodate car
loading, i.e., that are double acting when the car is under load
and single acting when the car is not under load.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 is a fragmentary side elevation of a railroad car
constructed in accordance with the invention;
FIG. 2 is a fragmentary end elevation of the railroad car shown in
FIG. 1;
FIG. 3 is an enlarged section on line III--III in FIG. 1;
FIG. 4 is a section on line IV--IV in FIG. 3;
FIG. 5 is a view of the chassis and the damper connection indicated
by lines V--V in FIG. 3;
FIG. 6 is a view of truck side frame and damper connection
indicated by lines VI--VI in FIG. 3;
FIG. 7 is an enlarged section on line VII-VII in FIG. 5;
FIG. 8 is an enlarged section on line VIII--VIII in FIG. 6;
FIG. 9 is an elevation of the hydraulic damper, part being shown in
section; and
FIG. 10 is a reduced section on line X--X in FIG. 9.
The following description is directed to the specific form of the
invention shown in the drawings. It is not addressed to the scope
of the invention, which may be practiced in various forms.
Referring to the drawings, a body 10 of a railroad car is supported
upon a pair of trucks 12 which travel over rails 14 carried by ties
16 nested in a bed 18.
The body 10 of the car is typical. It includes a chassis having a
horizontally extending floor 20, a center sill 22 extending
longitudinally of the car and underlying the floor 20 and body
bolsters 24 extending transversely of the car, as shown.
The trucks 12 are typical. Each includes a truck bolster 26 with
opposite end portions 28 respectively extending into central
bolster openings or windows 29 formed in a pair of laterally spaced
side frames 30. Each side frame 30 comprises an upper member 32
over the opening 29, a lower member 34 under the opening 29 and
bolster guide columns 31 respectively on opposite sides of the
opening 29. Each end portion 28 of the bolster 26 extending into an
opening 29 is seated upon a group of compression springs 36. Each
end portion of each side frame 30 mounts a journal 38. Each pair of
corresponding journals 38 respectively receive opposite end
portions of an axle 40 carrying wheels 42, which engage the heads
of the rails 14.
Associated with each truck are a pair of hydraulic motion dampening
mechanisms 44, one on each side of the truck. Each of the
mechanisms 44 includes an upper section 46 and a lower section 48.
The upper section 46 includes a piston rod 50 having in the lower
extremity thereof a central bore 54 and a counterbore 56. Fitted
into the bores 54 and 56 is a valve seat 58, and threaded into the
bore 54 is a sleeve 60 which serves to secure the valve seat in
position. Slidably fitted into the sleeve 60 is a valve 62
including a hollow cylindrical part 64 closed at its upper end by a
wall 66. Extending upwardly from the wall 66 is a reduced diameter
portion 68, slightly tapered axially, and extending about the base
of the portion 68 in an annular groove 70 and a series of
circumferentially spaced holes 72. The valve 62 is biased upwardly
against the seat 58 by a compression spring 74 suitably housed
within the valve part 64 and the sleeve 60. Extending about the
axially tapered reduced diameter portion 68 of the valve, within
the valve seat 58, is an annular orifice 75, which orifice
communicates with the groove 70 and the series of holes 72. The
lower extremity of the piston rod 50 is reduced in diameter to form
a circumferentially extending shoulder 77. Threaded onto the lower
extremity of the piston rod 50 is a piston head 76. Extending about
the upper surface of the piston head 76 is a groove 78 and a series
of circumferentially spaced holes 79. Overlying the groove 78 is a
flapper valve 80, the inner marginal area of which underlies the
shoulder 77.
The lower section 48 of the hydraulic damper 44 includes a base 84
having in the upper surface thereof a bore 88, a first counterbore
90 and a second counterbore 92. Received by the bore 88 is a valve
seat 94 secured in position by an annulus 96 threaded into the bore
88. Underlying the valve seat 94 and slidably fitted into the
counterbore 90 is a valve 98 including a hollow cylindrical part
100 closed at its upper end by a wall 102. Extending upwardly from
the wall 102 is a reduced diameter portion 104 slightly tapered
axially, and extending about the base of the portion 104 is an
annular groove 106 and a series of circumferentially spaced holes
108. The valve 98 is biased upwardly against the seat 94 by a
compression spring 110 suitably housed within the valve part 100
and the counterbore 90. Extending about the axially tapered reduced
diameter portion 104 of the valve, within the valve seat 94, is an
orifice 111, which orifice communicates with the groove 106 and the
series of holes 108.
The upper end of the base 84 is reduced in diameter, as at 112 and
114, these reduced diameter portions forming annular shoulders 116
and 118. Formed in the annular shoulder 116 is an annular groove
120 and a series of circumferentially spaced holes 122. Overlying
the groove 120 is a flapper valve 124 fitted within an annular
member 125 having at the top thereof a radially inwardly extending
flange 126, and having at the base thereof a radially outwardly
extending flange 128 seated upon the shoulder 118. Interposed
between the flange 128 and the lower extremity of a cylindrical
member 130 fitted over the annular member 125 is a packing 132.
Fitted over the base 84 is a cylindrical member 134. The space
between the lower extremity of the piston rod 50 and the base 84
within the cylindrical member 130 affords a compression chamber
139.
Fitted into the upper end portion of the cylindrical member 134 is
a gland member 140 having a reduced diameter lower end portion 142
extending downwardly into the upper end portion of the cylindrical
member 130. Interposed between the gland 140 and the upper
extremity of the cylindrical member 130 is packing 144. The gland
140 is fitted over the piston rod 50 and is provided with O-rings
146 and 148. Threaded into the upper end portion of the cylindrical
member 134 is a gland nut 150 which serves to secure the gland 140
in position. The annular space between the gland 140 and the piston
head 76 and between the piston rod 50 and the cylindrical member
130 affords an extension chamber 151 which is in communication with
the counterbore 56 via a series of radially extending passages 82.
The annular space between the gland 140 and the base 84 and between
the cylindrical members 130 and 134 affords a reservoir or
auxiliary chamber 153 which is in communication with the
counterbore 92 and holes 122 via a series of radially extending
passages 136 and with an annular oil groove 155 extending about the
inner surface of the gland 140 via a radially extending passage
157. Mounted on the piston rod 50 and extending downwardly over the
cylindrical member 134 is a shroud 152, as shown.
The inside diameter of the cylindrical member 130 is uniform
throughout the length of the member traversed by the piston head
76, which is provided with a pair of axially spaced piston rings
138 engaging the inner surface of the member. The internal surface
of the lower or compression chamber section of the member is
uniform and uninterrupted by recesses and the like throughout every
area thereof. However, the uniformity of the internal surface of
the upper or extension chamber section of the member is interrupted
by a groove 159 extending longitudinally of the member throughout
the length of the upper or extension chamber section of the member,
which is approximately equal to that of the lower or compression
chamber section of the member.
The upper end portion of the piston rod 50 is provided with a
tongue 154 extending upwardly between the arms of a clevis 156,
which clevis is affixed to the body bolster 24. The tongue 154 is
fitted with a bushing 158 which receives a spherical element 160. A
bolt 162 extends through the arms of the clevis and the spherical
element 160, and a nut 164 is threaded on the end of the bolt.
The lower end of the base 84 is provided with a tongue 166 which
tongue extends downwardly alongside the upper end portion of a
bracket 168 from which there extends a pintle 170. The tongue is
fitted with a bushing 172 which receives a spherical element 174.
The pintle 170 extends through the spherical element 174, and a nut
176 is threaded on the end of the pintle.
It will be noted that when the car body 10 is not under load, the
springs 36 support the same at an elevation comparatively high
above the underlying trucks 12, as a consequence of which the
sections 46 and 48 of each damper 44 are disposed for operation of
the piston head 76 in the upper section of the cylindrical member
130, in the area of the groove 159. In addition, when the car body
10 is under load, the springs 36 are compressed and support the
same at a lower elevation above the underlying trucks 12, as a
consequence of which the sections 46 and 48 of each damper 44 are
disposed for operation of the piston head 76 in the lower section
of the cylindrical member 130, below the groove 159.
In the use of the hydraulic dampers 44, normally extension chamber
151 and compression chamber 139 are filled with oil, and reservoir
153 is partially filled with oil. When the body of the car rolls to
one side, the damper 44 on that side contracts, and when the body
rolls to the other side, said damper is extended. When the damper
44 contracts, the compressive forces cause the piston rod 50 to
move farther into the cylindrical member 130, reducing the size of
the compression chamber 139 and increasing the size of the
extension chamber 151. Thereupon, the flapper valve 80 opens, and
an unrestricted flow of oil passes from the compression chamber
139, through the series of holes 79 into the extension chamber 151.
This is true whether the piston is working in the extension chamber
section of the cylindrical member 130, as when the car is not under
load, or working in the compression chamber section of the
cylindrical member 130, as when the car is under load. However,
when the piston is working in the extension chamber section of the
member, there is an unrestricted flow of oil from the compression
chamber 139 to the extension chamber 151 via the groove 159 as well
as via the series of holes 79. A restricted flow of oil passes from
the compression chamber 139, through the series of holes 72,
annular orifice 75 and the several passages 82 into the extension
chamber 151. The flapper valve 124 remains closed. Furthermore,
since all the oil displaced from the compression chamber 139 cannot
be accommodated by the extension chamber 151, fluid pressure forces
the valve 98 downwardly against the influence of spring 110.
Initially a restricted flow of the excess oil occurs from the
compression chamber 139, through the annular orifice 111, the
series of holes 108 and the several passages 136 into the reservoir
153. When the fluid pressure becomes great enough to force the
whole of the valve 98 below the valve seat 94 against the influence
of spring 110, a free flow of the excess oil occurs from the
compression chamber 139, through the valve seat 94, the series of
holes 108 and the several passages 136 into the reservoir 153.
When the piston is working in the compression chamber section of
the cylindrical member 130 and the damper 44 is extended, the
tension forces cause the piston rod 50 to move outwardly in
cylindrical member 130 increasing the size of the compression
chamber 139 and decreasing the size of the extension chamber 151.
The flapper valve 80 remains closed. Oil is forced out of the
extension chamber 151 through the several passages 82. Fluid
pressure forces the valve 62 downwardly against the influence of
spring 74. Initially a restricted flow of oil passes from the
extension chamber 151, through the several passages 82, the annular
orifice 75 and the series of holes 72 into the compression chamber
139. When the fluid pressure becomes great enough to force the
whole of the valve 62 below the valve seat 58, a free flow of the
oil passes from the extension chamber 151, through the several
passages 82, the valve seat 58 and the series of holes 72 into the
compression chamber 139. Furthermore, since the volume of oil
displaced from the extension chamber is less than that which can be
accommodated by compression chamber 139, the flapper valve 124
opens and an unrestricted flow of oil passes from the reservoir 153
through the several passages 136 and the series of holes 122 into
the compression chamber 139.
The passage through which the oil flows from the compression
chamber 139 to the reservoir 153 when the damper 44 contracts, and
through which the oil flows from the extension chamber 151 to the
compression chamber 139 when the damper 44 is extended, are of a
size to restrict the flow so that considerable force is required at
low velocity to contract or extend the damper 44. Thus some of the
energy tending to cause the body 10 to roll relative to the rail
head is dissipated, resulting in a dampening action which affords a
stable car at all speeds.
When the piston is working in the extension chamber section of the
cylindrical member 130 and the damper 44 is extended, the tension
forces cause the piston rod 50 to move outwardly in cylindrical
member 130 increasing the size of the compression chamber 139 and
decreasing the size of the extension chamber 151. The valves 62 and
80 associated with the piston head remain closed, but nevertheless
oil is forced out of the extension chamber 151 into the compression
chamber 139. A restricted flow passes from the extension chamber
151, through the several passages 82, the annular orifice 75 and
the series of holes 72 into the compression chamber 139. A free
flow passes from the extension chamber 151 into the compression
chamber 139 via the groove 159, by means of which the oil by-passes
the piston head 76 and the valves 62 and 80 associated therewith.
Since the volume of oil displaced from the extension chamber is
less than that which can be accommodated by compression chamber
139, the flapper valve 124 opens and an unrestricted flow of oil
passes from the reservoir 153 through the several passages 136 and
the series of holes 122 into the compression chamber 139.
In view of the foregoing, it will be appreciated that dampers are
provided that are double acting when the car is under load and
single acting when the car is not under load. When the car is under
load and the dampers are double acting, the dampers act to
yieldably resist both contraction and extension thereof. When the
car is not under load and the dampers are single acting, the
dampers act to yieldably resist contraction, but not extension.
The dampers are not only effective to resist body roll, but also
pitch and vertical movement. When the body of a car which is under
load pitches, the dampers at one end of the car tend to contract
and those at the opposite end of the car tend to be extended. All
the dampers yieldably resist the pitching of the car body. When the
car body is not under load, the dampers at the end thereof that
tend to lift off the associated truck do not resist pitching of the
body. Nevertheless, pitching is reduced because the dampers at the
other end of the body yieldably resist the tendency of that end of
the body to settle down farther onto the associated truck. While
the amplitude of the pitching may be greater than it would be if
vertical movement was yieldably resisted at both ends of the car,
the body is not under load and therefore there is no danger of
lading damage. Consequently, a greater degree of pitching may be
tolerated.
When the body of a car which is under load moves vertically
(translatory movement) relative to the underlying trucks, all the
dampers, front and rear, yieldably resist the movement. When the
car body is not under load, the dampers do not resist upward
movement of the body. Nevertheless, vertical movement is reduced
because all the dampers yieldably resist downward movement of the
body. While the vertical movement may be greater than it would be
if upward movement was yieldably resisted by all dampers, the body
is not under load. Therefore, as noted hereinabove, there is no
danger of lading damage, and consequently a greater degree of
vertical movement may be tolerated.
It will be understood that the truck 12 is not shown and described
herein by way of limitation. To the contrary, the truck may take
various forms. For example, the side frame 30 may be replaced with
one which does not have a member 32 extending over the end of the
truck bolster, but otherwise similar to the side frame 30. In
addition, the compression springs 36 may be replaced by one or more
cushions made of a suitable rubber composition.
* * * * *