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Publication numberUS3190237 A
Publication typeGrant
Publication dateJun 22, 1965
Filing dateFeb 12, 1962
Priority dateFeb 12, 1962
Publication numberUS 3190237 A, US 3190237A, US-A-3190237, US3190237 A, US3190237A
InventorsHurtner Thomas A
Original AssigneeAdirondack Steel Casting Co
Export CitationBiBTeX, EndNote, RefMan
External Links: USPTO, USPTO Assignment, Espacenet
Railway truck
US 3190237 A
Abstract  available in
Previous page
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Claims  available in
Description  (OCR text may contain errors)

June 22, 1965 T. A. HURTNER RAILWAY TRUCK Filed Feb. 12, 1962 2 Sheets-Sheet 1 MMWYM Q'ys June 22, 1965 T, A, Hum-NER 3,190,237

RAILWAY TRUCK Filed Feb. 12, 1962 2 Sheets-Sheet 2' INVENTOR.

QM 7 E K4/figs United States Patent O 3,190,237 RAILWAY TRUCK Thomas A. Hurtner, Albany, N.Y., assignor to Adirondack Steel Casting Co., Watervliet, N.Y. Filed Feb. 12, 1962, Ser. No. 172,412 4 Claims. (Cl. 10S-182) This invention relates to animproved truck adapted to be associated with `railway cars. The truck of this in-y vention Vis particularly characterizedby its light weight, durability, economy of manufacture and smooth and silent operation.

A great deal of interest-presently exists with regard to the provision of economical and eiicient structures forrailway cars. As metropolitan areas expand, rapid transit systems are being developed, expanded and modernized and it is, of course, desirable to accomplish this with the greatest possible eiciency.

Apart from the expense, severe problems exist in railway transportation relating tothe smoothness of the ride and to the noise produced. The design of the trucks for the cars plays a large role in determining smoothness and quietncss. With many truck designs, it is necessary, in order to avoidV irritating noise, to resort to elaborate insulation or other modications in the car design.V

An additional objection to most truck designs resides in the massiveness of the components thereof and the necessity for various elements which add to the weight of the trucks. Obviously any weight saving in railroad cars is desirable, since a corresponding decrease in the energy necessary to start, stop and transport the cars will result. These energy considerations are particularly critical in rapid transit systems, since a great many stops are made for a given distance of operation;

Itis thus apparent that railway trucks which are economical from the standpoint of production costs and maintenance are of considerable importance to the industry. Trucks which combine with these characteristics smooth, quiet and efticient operation and which are also light in weight are particularly desirable.

It is, accordingly, an object of this invention to provide railway trucks which can be economically manufactured and maintained and which are characterized by light Weight as well as smooth, quiet operation.

`Otherobjects and advantages of this invention will appear hereinafter, and for purposes of illustration, but not of limitation, specific embodiments of this invention are shown in the accompanying drawings in which- FIGURE 1 is a side elevation, partly cut away, of a railway truck characterized by the features of this invention;

FIGURE 2 is a plan view of the railway truck shown in FIGURE l;

FIGURE 3 is a near elevation, partly cut away, of the `railway truck shown in FIGURE 1;

of FIGURE 2; and

FIGURE 5 is a detail view taken about the line 5-5 of FIGURE 1.

The railway truck of this invention comprises a frame portion having journal boxeslocated at the corners of the frame portion for supporting the axles and wheels for the truck. The journal boxes employed comprise an arm portion having means for pivotallyj connecting the boxes to the truck frame. Upstanding portions are also integrally formed in the boxes and resilient members are interposed between these upstanding portions and the truck frame. These resilient members are thus able to react to forces resulting from relative movement between the truck frame and the journal boxes.

3,190,237 Patented June 22, 1965 FPice The truck design of this invention also preferably includes a swivel connection located centrally of the frame for engagement with a railway car whereby Vthe truck swivels with respect to the car in a well known fashion. Spaced laterally of this swivel connection, there are provided support means for locating spring members. The springs are adapt-ed to engage the under side of the railway car and are designed to carry substantially all the weight of the car. Bearing means which are located between the car and the spring means are adapted to be linked to the truck frame in a manner such that improved stability of the car is provided. j

Brake means are adapted to be located on' thetruck frame at the sides of the frame between the wheels on each side and below the spring supporting means. Pistons extend from either end of the brake means and the brake shoes connected to the pistonsengage the wheels in a manner such that operation of the brake means results in opposing forces being transmitted to the respective wheels on a given side of the frame.

The accompanying drawings will provide a more detailed illustration of the subject matter of this invention. The railway truck, generally designated by the numeral 10, is shown in FIGURE 1 as it would appear relative to a car body, designated by the line 12, and a railway, designated by the line 14.

The truck includes a frame 16 having interconnecting transoms 1S. Pivotally secured to the frame 16 at the point 20 are the arms 22 which are integrally formed in journal boxes 24. The journal boxes are provided for supporting axles 26 carrying wheels 28. Y

A vertically extending lug 30 is formed in each journal box 24, and these lugs terminate in faces 32. Resilient inserts 34, which maybe bonded rubber sandwiches, are interposed between the faces 32 and faces 36 formed in the frame 16. By reason of the pivotal connection between the boxes 24 and the frame 16, and due to the resilient character of the inserts 34, the journal boxes and frame can bemoved relative to each other and the inserts will take up therstresses resulting from this movement.

A pair yof supporting seats 38 extends laterally from the Y frame d6 and is provide-d for supporting bellows-ty=pe alr springs 40. The air springs are each connected to an upper member 42 having a bearing surface 44 thereon. These bearing surfaces 44 are adapted to contact the underside tof the car body and serve to support substantial- 16. Lifting lugs 50 secured to the car body are adapted to tit over projections 52 formed in the link brackets 48 'to permit interengagement of the truck and car body.

Secured to the sides of the frame beneath the supporting seats V38 is a pair of airbrake units 54. These units include pistons 56 which terminate in brake shoes 58. Links 59 are pivotally secured at one end to the frame 16 and at the other end to the brake shoes 58, and these links provide vertical support for the pistons and brake shoes. A snubber 6l) is located between members 42 and supporting seats 38. i

The car body is adapted to be provided with a swivel connection withV the truck at the point 62. Therdescribed apparatus may also be provided with a drive means such as may be employed in self-powered rapid transit units. The drive means illustrated includes a drive shaft 64 connected to a power unit (not shown).

forceto a similar gear drive unit 70. The specic ar-V f rangement of the shaft 72 and transorns 1S is shown in detail in FIGURE 4.

The driving mechanism Yillustrated is also providedA with conventional torque arms76'which are connected at one end to the gear boxes and.l at the otherl'end to'brackets 78 it will be apparent that the specific drive" means employed is not critical. It will also be apparent that a drive means can be excluded, as is the case in many truck applications.

FIGURE illustrates in detail the pivotal connection between the arm 22 of a journal housing 24 and the frame 16. This connection includes-a pin 8l)V extending through Yformed in the frame 16. In considering the truck design, Y

' VThe use of a single cast piece for the truck frame,as well 'as the use'oif integral castings for each of the housings 24,V

openings in the arm 22. g `Arresilient bushing'82 is located within an opening in frame 16 and the pin'St) is located within the bushing. Since the uique design of this truck `Yprovides for pivotal movement between the journalrbox 24 and the frame 16, theconnection between these members is vof critical importance.` It is necessary, in addition to insuring against fracture in pthis joint, to provide for a smooth, silent operation. yA Clevite Silentbloc bushingis particularly suitable for this arrangement. Y A resilient*Y bushing of this design permits silent pivotal movement between the members, while at the same time providing allowance for torsional stresses tending 4tebend the arm 2,4 transversely VVof the frame 16K. v f Y In the described railway truck design, the vertical loads are carried by the air coil spring combination supportedV by the one piece frame 16. By locating the springsroutwardly of the truck in the manner shown, maximum lateral -stability `can be achieved, and a substantially con-V stant car body height, independent of passenger load, -wili result.

the provision'vof the links 46 has also been'found to enhance the stability of the system; The locationY of these links establishes the desired vertical position ot the spring The journal housings 24 are preferably provided with self-aligning spherical roller bearings.fThe provision of these bearings in the one piece journal housings aidsV in providing a smooth operation for the trucks. Y

The vdirect springing action aiorded by ythe provision of the resilient inserts 34` provides greater rigidity in the railway cars. Bondedirubber sandwiches are particularly suitable for use as the inserts, since .they will Vstand up under shear and compression Yforces.V The four pivoted `journal housing assemblies allow for the desired'lateral and vertical misalignment Iof* ythe axle assemblies which is required `for equalization ofthe system.4 This arrangement eliminates the usual pedestal legs required Yforr'guidance of Y journal boxes, and fortransmitting aeleration, deceleration and lateral forces occurringfbetween the axle assenti-- bly'and the truclf;V frame. VThe usual wear and noise en-V countered between the pedestals and journal box wear 'plates are accordingly eliminated andvlateral cushioning of the axle assemblies also reduces wear in the wheel flanges. l f

Furthermore, the journal and equalizer springs are elimi- Y nated` with this design yand a bolster is not required, since vthe center pin does not carry vertical loads. i

Various drive arrangements caribe employed with the described trucksI includingthe use of one gear drive lper axle, with car body. mounted traction motorsV or torque converters.

Parallel `mounted traction motors with gear drives mounted to the truck frame, or right angle mounted k"traction motors with gear drives mounted to theV truck,` Vframe are also conter'nplated.` As previously indicated,

however, the inventive aspects described are not dependent upon Va particular drive andare equallyvaluable the provision of any drive means. I

The particular brake design illustrated provides distinct without advantages in the railyway truck. Since the brake shoes l are each directed to the inside of the wheels, operation of the brake results in the production of equal but opposite forces', These forces ofsetgeach other and minimize transl mission of stress to the truck frame. r Y

It will be apparent that Athere has been described a railway truck characterized by relatively simple construction whereby equipment cost can 4be substantially reduced.

isfoffparticular importance from a cost and maintenance standpoint. Furthermore,f-the` design described enables eliminationrof various equipment conventionally employed i. Y and, therefore, the weight as well as the cost of the equip-` t ment is reduced.'Y The design also-is characterizedby smooth operation and a resulting decrease in the `transl mission of vibrations. Steel-to-steel contactbetween moving parts is also substantially eliminated'and, therefore, al J major source of noise is absent in the design of this inven;y


ous other applications are contemplated. Y

It will be .understood'thatvarious, modications may. tbe made inthe above described railway truck which pro`-` l vide the characteristics of this inventionwithout departing .i fromV the'spirit thereof, particularly as defined. in the folbk t lowing claims.

I claim: v

1. A railway truck comprising a frame portion, meanslocated `centrally ofv saidframefportion for providing'V a f swivelconnection with a railway car, support means in-l i 'tegrally formed in said frame portion spaced laterally' of -said'connnectiom .spring meanslocated on said .supporti meansr and provided for engagementwith' the-under side of said car, bearing members located intermediate `said spring means and said car, extensions rigidly connected to said bearing members, link means pivotally secured at one end to said-.bearing member extensions and pivotally Vsecured at'the other Yend to said frame portion,` journal boxes located atV the corners ofsaid frame portion Yfor sup,- porting lthe wheels' and axles of said truck, arms extending vinwardly of` said boxes, Vmeans for pivotallyjconnecting' said arms to said frame, upstanding portions formed inte-1 Vgrally with said boxes, and'resilientmembers `interposed between said upstanding portions'and said frame adapted tol react to forces resultingtrom relative movement bel YYtween said frame and-said boxes.

2. VA railway truck according toclaim 1 wherein each of saidY bearing membersr isprovided with two'of said extensions including a rstextension extending inwardly of said Vtrame and a :second extension extending laterally of said frame,an`d including link means interconnecting each of said extensions and said frame..Y

3. A railway truck according to claim lvincluding brake means located Vbeneath said support means and rigidly Y attachedron the sides of said frame between the wheels on` Vsaid sides, pistons extending from eitherv end of said brake means and brake shoes` connected to said pistons for engagement with said wheels whereby operation of said brake meansresults in opposing forces being transmitted` to respectivewheels on said-sides.

vertical plane passing through the outer peripheral portions of the rims of said wheels.

(References on following page);

References Cited by the Examiner UNITED STATES PATENTS Nichols 188-153 Schaier et al 18S-153 L, Ledwinka 1 10S-182 Anderson.

Miller etA al 105-182 Dean 105--182 1,077,245 3 60 Germany. 1,080,583 4/ 60 Germany. 1,106,359 V5/ 61 Germany.


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Referenced by
Citing PatentFiling datePublication dateApplicantTitle
US3433366 *Oct 22, 1965Mar 18, 1969Southern Iron & Equipment Co IGantry cranes
US3661097 *Oct 6, 1969May 9, 1972Gen Steel Ind IncRailway vehicle articulated truck
US3719152 *Jun 12, 1969Mar 6, 1973Thrall Car Mfg CoRailroad car with fluid side bearing antisway means
US3889936 *Apr 12, 1974Jun 17, 1975Wright Barry CorpCombined air mounts
US4192238 *Jan 3, 1978Mar 11, 1980The Budd CompanyRailway car drive system
US4817536 *May 4, 1987Apr 4, 1989Cripe Christopher ARail bogie for convertible rail-highway vehicle
US4883000 *Nov 5, 1987Nov 28, 1989General Signal Corp.Stub axle truck
US4947761 *Aug 25, 1989Aug 14, 1990General Signal CorporationStub axle truck
US5415107 *Jul 12, 1993May 16, 1995Abb Henschel Waggon Union GmbhRunning gear for drop-frame rail vehicles
US5666885 *Nov 20, 1995Sep 16, 1997Transportation Investors Service CorporationLinear steering truck
US5918546 *May 13, 1997Jul 6, 1999Transportation Investors Service CorporationLinear steering truck
US7096795Nov 17, 2003Aug 29, 2006Active Steering, LlcLinear steering truck
US7231878Jul 12, 2006Jun 19, 2007Active Steering, LlcLinear steering truck
US8833266 *Oct 31, 2012Sep 16, 2014Electro-Motive Diesel, Inc.Railway truck having traction link
US20140116288 *Oct 31, 2012May 1, 2014Electro-Motive Diesel, Inc.Railway truck having traction link
U.S. Classification105/182.1, 105/218.2, 105/194, 188/153.00R, 188/52, 105/197.5
International ClassificationB61F3/04, B61F3/00
Cooperative ClassificationB61F3/04
European ClassificationB61F3/04