U.S. patent number 3,762,694 [Application Number 05/025,973] was granted by the patent office on 1973-10-02 for spring group.
This patent grant is currently assigned to Unity Railway Supply Co. Inc.. Invention is credited to Robert W. MacDonnell.
United States Patent |
3,762,694 |
MacDonnell |
October 2, 1973 |
SPRING GROUP
Abstract
A snubbed spring group comprising a tandem arrangement of first
and second deflectable load bearing structures that interact in
series for transmitting load forces therethrough. One of the
structures is a solid body of elastomeric material, preferably
polyurethane, having a hardness in the range from about 60 to about
90 Shore A. The other preferably is a coil spring having a spring
rate that is a small fraction of that of the body of elastomeric
material.
Inventors: |
MacDonnell; Robert W. (Crete,
IL) |
Assignee: |
Unity Railway Supply Co. Inc.
(Chicago, IL)
|
Family
ID: |
21829105 |
Appl.
No.: |
05/025,973 |
Filed: |
April 6, 1970 |
Current U.S.
Class: |
267/3; 105/198.2;
267/33; 105/198.7; 248/624 |
Current CPC
Class: |
B61F
5/122 (20130101); F16F 3/10 (20130101) |
Current International
Class: |
B61F
5/02 (20060101); B61F 5/12 (20060101); F16F
3/10 (20060101); F16F 3/00 (20060101); B61f
005/06 (); B61f 005/08 (); B61f 005/12 () |
Field of
Search: |
;105/197A,197R,197D
;267/3,4,33,35,63,152 ;248/358AA,358R |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: Forlenza; Gerald M.
Assistant Examiner: Beltran; Howard
Claims
The embodiments of the invention in which an exclusive privilege or
property is claimed are defined as follows:
1. In an energy dissipating cushioning mechanism that includes a
tandem arrangement having first and second deflectable load bearing
structures interacting in series for transmitting load forces
therethrough, the improvement wherein one of said structures
includes concentric inner and outer bodies each being of
compressible urethane material having a hardness in the range from
about 60 to about 90 Shore A, means mounting said inner and outer
bodies in radially spaced relation to undergo deflection along a
common axis, with said bodies, when free of load, presenting load
receiving surfaces in an axially offset relation and said bodies
having load bearing determining shapes wherein one of said bodies
undergoes individual initial axial compression for substantially
carrying the static load forces and wherein said bodies undergo
joint axial compression in radially contacting relation to
dissipate energy in reacting to additional travel due to load
oscillation, the other of said structures comprises a coil spring
having a spring rate that is a small fraction of the spring rates
of either of said bodies whereby said coil spring is deflectable
through substantially full stroke prior to substantial deflection
of either of said bodies and said arrangement includes means to
restrict deflection of said coil spring prior to full stroke
deflection thereof thereby preventing damage to said coil spring
when said load forces exceed the load capacity of said coil
spring.
2. In an arrangement as defined in claim 1 and wherein said inner
body is longer than said outer body.
3. In an arrangement as defined in claim 1 and wherein said outer
body is longer than said inner body.
4. In an arrangement as defined in claim 1 and wherein the axial
travel corresponding to said joint axial compression is
substantially less than the axial travel corresponding to said
individual axial compression.
5. In an arrangement as defined in claim 1 and wherein said bodies
are in radial contact after the limit of said initial individual
travel and wherein the axial travel corresponding to said joint
axial compression is substantially less than the axial travel
corresponding to said individual axial compression.
Description
BACKGROUND OF THE INVENTION
This invention relates to energy dissipating cushioning mechanisms
and more particularly is concerned with a snubber for stabilized
freight car trucks.
The railroad field has many applications requiring cushion
arrangements that can provide both high load bearing ability and
high energy dissipating characteristics. The environment imposes
fixed constraints such as short cushion travel (typically 2 to 5
inches) and small mounting pockets for most railway cushioning
devices including particularly snubbers of the type that are
incorporated in the spring groups that support the trunk bolster
from the side trains in the case of stabilized freight car trunks.
There is a growing need for a snubber of more effective load
bearing and energy dissipating characteristics occasioned by the
trend in the railroad industry to employ faster and longer freight
trains with more heavily loaded cars. Because the car load capacity
and travel speeds have increased aggressively over the years, the
cyclic bolster ride forces can exceed the load capacity of the
spring groups with or without the use of conventional snubbers
within such spring groups. When the ride forces exceed the support
capacity of the spring groups, the coil springs go solid, thus
causing high shock loading at the bolster and spring group mounting
locations. Such shock loading reduces spring life requiring
frequent replacement and greatly increases the danger of service
failure of the bolster.
SUMMARY OF THE INVENTION
The present invention provides a snubber capable of dissipating a
substantial portion of the ride energy while satisfying the
environmental constraints of a deflection range limited to 2 to 4
inches and dynamic bolster load forces in excess of 100,000 pounds.
In addition, the snubbers exhibiting these high performance
characteristics are arranged to provide a soft ride under light
load conditions.
In accordance with the present invention, a snubber includes first
and second deflectable load bearing structures mounted in tandem
for interaction in series for transmitting load forces
therethrough. One of the structures includes one or more bodies of
polyurethane material having hardnesses within the range from about
60 to about 90 Shore A. The other structure preferably is a coil
spring but can be any resiliently deflectable structure
characterized in having a spring rate that is a small fraction of
the spring rate of polyurethane body or bodies. The coil spring
provides for a soft ride under light load condition. Under heavier
load conditions the coil spring deflects full stroke and the
polyurethane body or bodies alone provides cushioning.
Other features and advantages of the invention will be apparent
from the following description and claims and are illustrated in
the accompanying drawings which show structure embodying preferred
features of the present invention and the principles thereof, and
what is now considered to be the best mode in which to apply these
principles.
BRIEF DESCRIPTION OF THE DRAWINGS
In the accompanying drawings forming a part of the specification,
and in which like numerals are employed to designate like parts
throughout the same:
FIG. 1 is a fragmentary side elevational view of a stabilized
freight car truck of 100 ton capacity;
FIG. 2 is a fragmentary sectional view taken as indicated on the
line 2--2 of FIG. 1;
FIG. 3 is a fragmentary plan sectional view taken as indicated on
the line 3--3 of FIG. 2 to better disclose the mounting locations
of the snubber units;
FIG. 4 is an enlarged vertical sectional view illustrating one
embodiment of a snubber constructed in accordance with the present
invention;
FIG. 5 is similar to FIG. 4 and shows the snubber under static
fully loaded conditions;
FIG. 6 is a graph depicting the load-deflection characteristics of
the snubber of FIGS. 4 and 5;
FIGS. 7-11 are each vertical transverse sectional view showing
additional snubber embodiments; and
FIG. 12 is a series of graphs showing compression-deflection
characteristics of urethane of various hardnesses and shapes.
DESCRIPTION OF PREFERRED EMBODIMENTS
Referring now to the drawings, and specifially to FIGS. 1-3, the
invention as disclosed herein is embodied as a snubber that is
shown incorporated in a bolster spring group of a stabilized
freight car truck to increase the load bearing capacity thereof and
to increase the energy dissipation characteristics thereof.
The truck is of any conventional type and for purposes of
disclosure a 100 ton, Type S-2-C, stabilized freight car truck is
shown as including a side frame 11 having a top compression section
11T, a bottom tension section 11B and spaced side columns 11S
defining a bolster window opening 12. A bolster 13 is bridged
between a pair of side frames 11 and has its opposite ends
projecting into the bolster openings to ride on a spring group,
generally designated at 14, disposed within each bolster window
opening. The bottom tension section 11B of the side frame serves as
a lower spring seat and includes a number of flange portions 11F
for locating and retaining the lower ends of the springs that make
up the bolster spring group 14. The underface of the bolster 13
serves as an upper spring seat.
In the illustrated arrangement, each end of the bolster is provided
with a pair of friction housings 13H arranged in back-to-back
relationship and each mounting a friction block 13B to be loaded
against a wear plate 11W on the corresponding side column 11S to
provide a frictional dissipation of energy during bolster movement.
Integral guide flanges 13F on the bolster flank the side columns
11S.
The bolster spring groups for the 100 ton car have nine spring
positions in a 3 .times. 3 array as best shown in FIG. 3. The
center row end positions are occupied by stabilizing springs 15
that act to load the friction blocks 13B against the wear plates
11W on the side columns in a well known fashion. The seven
remaining spring positions are normally occupied by D-5 springs
which offer a maximum travel of 3-11/16 inches but snubbers are
frequently used to replace one or more of the D-5 springs.
Currently, such snubbers have a load capacity of up to about 15,000
pounds per unit and about a 50 percent dissipation, whereas the
loading of the cars frequently imposes substantially greater loads
than can be handled by conventional snubbers.
For example, taking the case of the typical 100 ton car, the car
weight empty is about 68,000 pounds and with full revenue load is
about 150,000 pounds. These values are distributed over four spring
groups so that each group must handle an empty load of 17,000
pounds and a revenue load of 54,500 pounds. These values are for
static conditions and are increased several fold under the dynamic
conditions of high speed service. Each spring position of each
spring group, assuming use of D-5 outer and inner coil springs
offers a solid capacity of about 12,000 pounds. Therefore, in the
illustrated arrangement, the seven spring positions provide a solid
capacity of 84,000 pounds. If conventional snubbers (15,000 pound
capacity) are used at two of these seven spring positions, the
solid capacity of the group is increased to 90,000 pounds.
Under high speed conditions, the stabilizing friction blocks and
the conventional snubbers exert an energy dissipating function for
controlling the bolster ride but the bouncing or rocking energy
imparted to the bolster exceeds the energy dissipation and leads to
excessive compression and recoil action tending to drive the
bolster springs solid and to overstress the snubbers.
In accordance with the present invention, an improved snubber unit
16 is provided offering greatly increased load capacity and energy
dissipation. In the illustrated arrangement, a pair of these
snubber units 16 occupy the endmost positions in the outer row of
springs. Alternatively, a pair of snubbers can be located in
diametrically opposite corners of each spring array of a single
snubber can be located in any one of the central positions. In
general, any symmetrical mounting arrangement can be employed and
is contemplated in the practice of the present invention.
Briefly, a snubber of the present invention will be seen to
comprise a tandem arrangement of cushioning structures interacting
in series. A main cushion element, generally indicated by the
letter U, comprises solid elastomeric material capable of
exhibiting high strength and energy dissipation characteristics
such as polyurethane. A second element is illustrated as a coil
spring S having a spring constant that is a small fraction of the
spring constant of the elastomeric or main cushion U so that the
coil spring cushion S reaches substantially full stroke deflection
before any substantial compression of the main cushion. A floating
spring seat connects the main cushion in tandem relation with the
coil spring cushion.
Turning to FIGS. 4 and 5, a preferred snubber embodiment is
disclosed herein for application in 100 ton freight cars in which
the conventional springs of the spring group 14 are of the D-5
type, having a free height of 10-1/4 inches. Therefore, the snubber
unit has a normal free height of 10-1/4 inches plus approximately
1/8 inch to allow for initial permanent setting of the unrethane
comprising the main cushion structure.
The snubber embodiment shown in FIG. 4 employs a spring seat 19 in
the form of an inverted hat-shaped metal casting which defines a
well open at the top and bounded by an annular rim or shoulder 19A.
The well, which is of natural draft, is 3 inches deep, 2-3/4 inches
in diameter at the base, and 3 inches in diameter at the top. A
coil spring S encircles the well and supports the underface of the
spring seat at a distance of 1-1/2 inch above the floor as defined
by the side frame. The main cushion U comprises a center cylinder
17 of 60 to 70 Shore A durometer hardness urethane, and an
auxiliary sleeve 17B of 80 to 90 Shore A durometer urethane. The
center cylinder 17 is 8 inches in height and 2-1/2 inches in
diameter, it being formed in place so that its load face is
securely adhered to the inner face of base wall 19B of the well.
The auxiliary sleeve 17B is shown mounted upon the rim 19A to
extend alongside and encircle an intermediate length region of the
center cylinder 17. The sleeve 17B has a free height of 3-1/2
inches, an outer diameter of 51/4 inches, and an inner diameter of
31/4 inches, to provide a nominal clearance gap under free load of
3/8 inches for radial expansion of the center cylinder cushion 17.
The contact face of the aleeve 17B is securely adhered to the
shoulder 19A to maintain a constant load area and the upper
extremity of the sleeve 17B terminates 11/2 inches below the upper
extremity of the center cylinder 17 in free height relationships.
As stated, the clearance between the underface of the well and the
floor is 11/2 inches so that the initial deflection of the coil
spring provides soft cushioning action under light load conditions.
Full stroke deflection of spring S is slightly less than 11/2
inches so that the underface of the spring seat 19 restricts
deflection of the spring prior to full stroke deflection thereof
preventing damage to the spring S when the load forces exceed its
load capacity. After the underface of spring seat 19 abuts against
the floor, the center cylinder 17 begins to deflect.
The normal condition of the snubber under static full load
conditions in a 100 ton car is represented in FIG. 5 wherein the
unit is shown to have been deflected a total amount of
approximately 3 inches. Since the coil spring S provided
substantially the first 11/2 inches of deflection, the elastomeric
main cushion U has been deflected 11/2 inches. At this load
condition, no clearance exists between the center cylinder cushion
17 and the wall of the well and between the center cylinder cushion
17 and the surrounding sleeve 17 B. It will be noted that when the
loading is such to drive the elastomeric cushion U snubber into a
fully compressed solid condition, the arrangement automatically
undergoes an abrupt change in cushioning characteristics. Prior to
full closure, the center cushion 17 expands into contact with the
wall of the well and into contact with the surrounding sleeve 17B.
The portion of the center cylinder cushion 17 which is within the
well is inactive upon further deflection so that the final
deflection is determined by the combined effect of the sleeve 17B
and the portion of the center cylinder cushion 17 which is above
the shoulder 19A.
FIG. 6 is a graph of the load-deflection curve of the snubber of
FIGS. 4 and 5. In FIG. 6 the curve 20 represents the compressive
strain of the elastomeric main cushion U in response to loads up to
approximately 15,500 pounds. Portion A of curve 20 is
representative of the cushioning effects of the snubber when onl
the central cylinder cushion 17 is under load and subject to
deflection. The remaining portion of curve 20 represents the
cushioning characteristics of the snubber after the center cylinder
cushion 17 expands into contact with the wall of the well and into
contact with the surrounding sleeve 17B. Curve 21 represents the
return characteristics of the main cushion U of the snubber. The
area enclosed by the two curves 20, 21, therefore, defines the
amount energy dissipation of the snubber per cycle.
It will be noted that the maximum available deflection stroke for
the snubber is determined by the D-5 springs which go solid after
3-11/16 inch deflection. In the illustrated arrangement, this
deflection stroke includes 11/2 inch of travel of the coil spring S
which is substantially fully compressed before any significant
compression of the urethane main cushioning element and a final
2-3/16 inch of travel which is accommodated by the urethane main
cushioning body. It is important to note, however, that complete
deflection of the D-5 springs and maximum available deflection of
the snubber is prevented both because of the amount of energy
dissipation provided by the snubber during a deflection cycle and
because of the great load carrying capacity of the main cushioning
body U. For example, the snubber of FIGS. 4 and 5 is capable of
carrying a load of 21,550 lbs. at full available deflection of
2-3/16 inches.
A snubber constructed in accordance with FIGS. 4 and 5 is capable
of handling a cycle rate of deflection and release of 40 per minute
under typical full load conditions.
Certain generalities apply to the snubber arrangement of the
present invention. The shape and hardness of the main cushioning
element U determines to a large extent the snubber's load bearing
and cushioning characteristics. The effect of shape and hardness
can be seen with reference to FIG. 12, which depicts
compression-deflection characteristics of urethanes of various
hardness and shapes. The "shape factor" is computed according to
the following formula:
Shape Factor = Area of Load/Area of Free Side Faces
Thus, in the case of cylinders the "shape factor" formula is given
as:
Shape Factor = D/4H
where D is the cylinder diameter
and H is the cylinder height.
The general shape factor formula is generally applicable where the
elastomeric structures have load faces which are parallel and
restrained from lateral movement and where the structure thickness
is not more than twice the smallest lateral dimension. From FIG. 12
it can be seen that the configuration of the main cushioning
element U can be easily tailored to meet requirements posed by
specific freight car applications.
There is one restriction to the configuration and that is that the
deflection ratio that the main cushioning element U be subject be
less than about 20 percent of its height in order to preserve the
useful life of the urethane under the cyclic load conditions they
usually obtain.
Turning now to FIGS. 7 to 11, a number of alternate snubber
embodiments are shown, each of which will be described for use in a
100 ton freight car truck having D-5 main springs.
The snubber of FIG. 7 comprises a cylindrically shaped urethane
body 22 which typically is 5 inches in diameter and 51/8 inches in
height. The spring seat 24 is 3/4 inch thick and the coil spring S
has a free height of 41/2 inches and a 51/2 inch OD. The urethane
body 22 typically has a Shore A durometer hardness of 70 to 90. The
spring seat 24 includes a depending annular wall portion 24A which
under no load is spaced 2-11/16 inches above the floor upon whicn
the coil spring seats so that the maximum deflection of the coil
spring is slightly less than 2-11/16 inches.
Another snubber embodiment is shown in FIG. 8 wherein the same
basic arrangement as that of FIG. 7 is employed with there being an
auxiliary cushion 26 of urethane located within the well defined by
the depending annular wall 24A. The auxiliary cushion 26 has a
nominal clearance of 2-3/16 inches so that it comes under load
during the last half inch of deflection of the coil spring. It
preferably has a lower hardness than the urethane in the upper
cushion though it may be of identical hardness if desired. In this
form, the spring seat is shown with a central through hole 28 so
that the upper and lower urethane cushions 22, 26 may be poured at
the same time even where different durometer materials are used for
each. The cushions being poured in place have the load faces
thereof securely bonded to the spring seat 24 to maintain fixed
diameter relationships under all load conditions.
A further snubber embodiment is shown in FIG. 9 which is based
essentially upon the embodiment shown in FIG. 8 except that the
main upper cushion U is divided into a central cushion 30 of
slightly greater height and a surrounding sleeve 32. In this form,
the auxiliary cushion 34 is poured simultaneously with the central
cushion 30 in the fashion previously described and the auxiliary
cushion 34 comes under load before the coil springs reaches final
deflection so that the central cushion 30 also begins to come under
load in proportion to the action of the auxiliary cushion 34. After
the central cushion 30 is deflected to the plane of the sleeve 32,
an annular clearance will remain until the sleeve 32 and central
cushion 30 have both been further deflected. Before final solid
closure condition is reached, the central cushion 30 and sleeve 32
will come into contact and automatically generate a new shape
factor condition to offer substantial increased resistance during
final deflection.
Another snubber embodiment is shown in FIG. 10 which is similar to
the arrangement of FIGS. 4 and 5 in the use of an inverted
hat-shaped spring seat 36 and an 8 inches high central urethane
cushion 38 seated in and projecting above this spring seat. In this
arrangement, a pair of surrounding sleeves 40, 42 are employed. The
inner sleeve 40 is again of 31/2 inches free height and has a 3/8
inches clearance space relative to the central cushion 38. The
outer sleeve 42 is about 31/8 inches in free height and is of
substantially higher durometer than the center cushion 38 or the
first sleeve 40 to effectively serve as a high resistance urethane
stop for the final stages of deflection.
Still a further snubber embodiment is shown in FIG. 11 wherein the
spring seat 44 is shown supporting a set of three urethane cushions
including an outer sleeve 46 having a free height of 5 inches, an
inner sleeve 48 having a free height of 4 inches, and a central
core 50 having a free height of 31/2 inches. The outer sleeve 46 is
of 60 durometer, the inner sleeve 48 of 80 durometer, and the
central core 50 of 90 durometer urethane; the annular gap between
the sleeves 46, 48 is 1/4 inches and the annular gap between the
innter sleeve 48 and the central core 50 is 1/4 inches. When upon
loading of the unit, the coil spring will take the first 11/2
inches deflection and the outer sleeve 46 will then take 1 inches
of deflection with there remaining a clearance gap at this point
relative to the inner sleeve 48. Subsequent deflection of the two
sleeves 46, 48 simultaneously is governed by their individual shape
factors until the end space of the central cushion 50 is reached
and at approximately that point all of the cushions interengage
laterally and define a common shape factor of substantially
increased resistance characteristics.
Thus, while preferred constructional features of the invention are
embodied in the structure illustrated herein, it is to be
understood that changes and variations may be made by those skilled
in the art without departing from the spirit and scope of the
appended claims.
* * * * *