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Publication numberUS3570409 A
Publication typeGrant
Publication dateMar 16, 1971
Filing dateDec 5, 1967
Priority dateDec 5, 1967
Publication numberUS 3570409 A, US 3570409A, US-A-3570409, US3570409 A, US3570409A
InventorsOelkers Alfred H
Original AssigneeOelkers Alfred H
Export CitationBiBTeX, EndNote, RefMan
External Links: USPTO, USPTO Assignment, Espacenet
Dampened railway car truck
US 3570409 A
Abstract  available in
Images(5)
Previous page
Next page
Claims  available in
Description  (OCR text may contain errors)

United States Patent [1113,570,409

[72] Inventor Alfred H. Oelkers Primary Examiner- Arthur L. LaPoint 424 Normandy, San Antonio, Tex. 78209 Assistg t grqminer -l-lowardheltran [21] Appl. No. 688,037 Attorney-Mann, Brown, McWilliams 82 31560635 [22] Filed Dec.5,1967 [45] Patented Mar.16, 1971 ABSTRACT: The invention relates to a railroad car truck in which the side frames are carried inboard of the wheels on supports that are stationary relative to the side frames. The

' side frames are provided with spring seats that are substantially aligned with the planes of the wheels on either side of the truck and support through spring groups a bolster of special design that supports the weight of the car body at two points [54]v DAMPENED RAILWAY CAR TRUCK on either side of the bolster, which points are aligned with the 1lC|aimS,19DrawiugFigs respective spring groups. The truck bolster is pivoted to the car body bolster by the usual kingpin, but the coupling ar- [52] U.S. Cl 105/182, rangement involved is such h none f the body weight is 105/192, 105/197, 105/199, 105/202, 105/206, supported at the customary center plate area of the bolster,

105/208,105/22l,295/ which area is eliminated in the present truck. The truck [51] Int. Cl. B611 3/02, bolster at its midportion includes a Socket Structure into which B6 1f 5/1 2, 1361f 5/28 a projection of the body bolster fits for applying longitudinally [50] Field ofSearch 105/182, and laterally acting forces to the bolster from which they are 192, 197, 199, 202, 206, 208, 221; 295/37 transferred to the side frames through suitable engaging surfaces. [56] References cued In one form of the invention, the side frames are mounted UNITED STATES PATENTS on tubular housings for the axles, which housings are jour- 2,184,102 12/1939 Piron 105/182 naled relative to the wheels through special roller bearing or 2,208,425 7/1940 Kjolseth 105/182 friction bearing arrangements that are herein disclosed. 2,316,046 4/ 1943 Buckwalter 105/197 In another form of the invention, the side frames are 2,756,692 7/1956 Rossell 105/197 mounted directly on the axles, which are stationary relative 2,988,015 6/1961 Lich 105/182 thereto, and which have the truck wheels journaled on the 3,022,748 2/1962 Lich 105/192 respective ends through a special friction type bearing ar- 3,028,820 4/1962 Faunce... 105/197 rangement, with the result that the truck wheels rotate inde- 3,313,245 4/1967 .Sundby 105/197 pendently ofeach other.

Patented March 16, 1971 I 3,570,409

5 Sheets-Sheet 1 INVENTOR ALFRED H. OELKERS ATT'YS Pgtented March 16, 1971 3,570,409

5 Sheets-Sheet z Patent ed March 16, 1971 5 Sheets-Sheet 3 I l w I IN VE N TOR RED H. OELKER' Pa ltentecl March 16, 1-971 3,570,409

5 Sheets-Sheet a f 20B- F/ 308 IN VEN TOR 286 295 ALF D H. 0ELKE RS BY 77% ATT'YS. v

DAMPENED RAILWAY CAR TRUCK My invention relates to a railroad car truck, and more particularly, to a car truck of the inboard type in which the vertical load supported by the truck is in substantial alignment with the track rails.

Conventional railway car trucks customarily have the truck side frames resting on the truck axles outboard of the wheels, and carry the weight of the car body on the truck bolster 'at its center plate area, where the truck is pivoted to the car body and the truck and body bolster so-called center plates engage.

My studies and analysis of railroad car truck operation have revealed that such an arrangement unnecessarily introduces excessive bending moments and resulting stresses on the truck bolster, axles, and wheels, due to the fact that the vertical loads carried by the truck are applied at the center of the bolster and then must be transferred outboard of the truck wheels onto the side frames that then transmit the loads to the customary axle journals from which the loads are transmitted to the wheels.

Furthermore, it has been customary to design a truck bolster so that it can support the entire portion of the car weight the truck is to carry at either side hearing, as well as at the center plate.

The result is that the truck bolsters and axles are made longer and stronger than they need be if the vertical loads were transmitted more directly to the rails.

This problem has become particularly acute in view of the current trend toward higher capacity cars in the IOO-ton and above range, where the loads involved make strength requirernents insofar as the truck is concerned especially critical. Furthermore, freight car trucks encounter a wide range of loadings, speeds, and track conditions in interchange service,

and thus must be designed to handle these variations while providing years of trouble-free service.

The principal object of this invention is to provide a railway car truck arrangement in which the vertical loads imposed on a truck are transmitted substantially directly through the truck to the rails whereby undesirable moments and resulting stresses are eliminated or minimized.

A further principal object of the invention is to provide a four-wheel truck in which the weight of the car body is supported as close as is practical to vertical alignment with the rails.

Further objects of the invention are to provide an inboard type railroad car truck in which the side frames are carried inboard of the wheels on supports that are stationary relative to the side frames, to provide friction and roller type journaling arrangements for journaling the wheels relative to the side frames, and to provide a railway car truck arrangement that is of relatively lightweight construction and is economical of manufacture, that is convenient to install and service, and that is adaptable for use under a wide variety of service conditions on a long term trouble-free basis.

Still other objects, uses, and advantages will be obvious or become apparent from a consideration of the following detailed description and the application drawings.

In the drawings:

FIG. 1 is a plan view of a railway car truck showing one embodiment of the invention;

FIG. 2 is a side elevational view of the truck shown in FIG. I, with one of the wheels omitted to facilitate illustration;

FIG. 3 is an end view of the truck shown in FIGS. 1 and 2, taken from the right-hand side of FIG. 1, and illustrating in the broken line position, at the right-hand side of FIG. 3, the location of a standard railroad car truck axle journal, for comparative purposes, and which is omitted in accordance with this invention;

FIG. 4 is a top plan view of the bolster employed in the truck of FIGS. 1-3;

FIGS. 5 and 6 are fragmental cross-sectional views substantially along lines 5 and 6-6 of FIG. 4, illustrating the side bearing arrangement employed in connection with the truck ofFIGS.1-3;

FIG. 7 is a side elevational view of the bolster shown in FIG. 4, parts being shown in section;

FIG. 8 is an end view of the bolster shown in FIG. 7, parts being shown in section;

FIG. 8A is a fragmental cross-sectional view along line 8A-8;A of FIG. 4;

FIG. 9 is a cross-sectional view substantially along line 9-9 of FIG. 1;

FIG. 10 is a large fragmental elevational view of one of the truck wheels associated side frame and bearing arrangement, shown partially in section substantially along line 10-10 of FIG. 1;

FIG. 10A is an enlarged sectional view of the roller bearing arrangement shown in FIG. 10;

FIG. 11 is a plan view of one of the side frames shown in the truck of FIGS. 1 -3 together with a portion of the crossmember that connects same to the other side frame of the truck;

FIG. 12 is a side elevational view of the side frame shown in FIG. 11;

FIG. 13 is an endview of the side frame shown in FIG. 12, taken from the right-hand side of that FIG.;

FIG. 14 is a crosssectional view through the side frame taken substantially along line 14 -14 of FIG. 11;

FIG. 15 is a fragrnentalwiew similar to the view of FIG. 10 but illustrating a modified embodiment of the invention;

FIG. 16 is a view similar to that of FIGS. 10 and 15 but illustrating a further modified form of the invention; and

FIG. 17 is a diagrammatic cross-sectional view substantially along line 17-17 of FIG. 16.

However, it is to be understood that the specific drawing illustrations provided are supplied primarily to comply with requirements of the Patent Code, and that the invention may have other embodiments that are intended to be covered by the accompanying claims.

GENERAL DESCRIPTION Reference numeral 10 of FIGS. 1 -3 generally indicates one embodiment of my invention in which the truck 10 comprises spaced side frames 12 supported on tubular housings 14 of the respective axles 16 (see FIG. 9) on which are mounted wheels 18.

The individual housings 14 of the respective axles 16 are stationary with respect to the side frames 12 and wheels 18 are journaled with respect to the respective housing ends 20 by bearing units 22, which in the embodiment of FIGS. 1 --14 takes the form of a special tapered roller bearing unit.

The side frames 12 are each formed with a spring seat structure or platform 24 on which a spring group indicated at 26 is mounted to support a bolster 28 that at either end thereof is formed with a similar spring seat structure or platform 30 against which the respective spring groupings 26 engage.

The truck 10 is pivotally connected to the car body by a suitable kingpin 32 (see FIGS. 3 and 9), with the kingpin being applied, broadly speaking, between the truck side frames and bolster and the car body bolster generally indicated at 34 in FIG. 9.

In accordance with the present invention, the usual center plate construction of the truck bolster is omitted and the truck bolster 28 is formed with a centrally located annular guide structure 36 that loosely receives a cylindrical extension 38 that, for existing cars, is affixed to the car body bolster center plate structure 40, as at 41 (as by welding), and for new cars will be an integral part of the body bolster or car body where the body bolster is eliminated.

Instead of the weight of the car body being supported at the truck bolster center plate as in present standard AAR structure, the weight of the car body in accordance with my invention rests on the truck bolster through a pair of spaced constant contact side bearings 42 that are positioned in alignment 7 with the respective spring groupings 26 (see FIG. 9).

the respective ends 44 of the axles through a special friction bearing arrangement generally indicated at 22A, with the individual wheels being held in place by nuts 46 and 48 cooperating with lock washer 50.

In the embodiment B of FIGS. 16 and 17, the tubular axle housings 14 are retained and the axle wheels 18B are journaled with respect thereto by a special friction type bearing unit 22B.

It will therefore be seen that the railway car truck of this invention distinguishes from prior art arrangements in a number of important particulars.

For instance, the side frames of the truck are inboard of the truck wheels (see FIG. 3), and the loads transmitted by the car body through the truck to the rails are transmitted through the truck in near vertical alignment with the truck rails,(see FIGS. 3, 9 and 10). There is no car body load support function performed by the truck at the pivotal connection provided by kingpin 32.

Furthermore, the side frames as such are supported by supports that are stationary relative thereto; in the forms of FIGS. 1-14 and 16 and 17, the side frames are supported by the housings 14 of axles 16, while in the form of FIG. 15, the side frames are supported directly by nonrotating axles.

It will thus be noted that in accordance with this invention, the bending moments and resulting stresses imposed on the truck components by supporting the car body weight at the truck center plate area, and supporting the side frames on axle journals that are disposed outboard of the truck wheels (such as is indicated at 60 in FIG. 3) are eliminated, thereby avoiding overstressing of the bolster, axles, and wheels when heavy loads are imposed on the truck. Heretofore, it has been general practice to design the trucks so that the entire weight of the car body can be supported at either side bearing or at the car center plate, and if AAR standard outboard side frame mounting arrangements are employed, difficulties will be encountered due to overstressing especially when the modern high capacity cars travel at freight train speeds along lines that are built for high-speed passenger trains, when banked curves and the like impose high off center stresses on the truck.

It will also be noted that in all forms of the invention, the railway car wheel disc (as distinguished from its hub) employs a relatively large bore as compared to standard AAR practice. I prefer that the bore be on the order of 15 inches and this is the result of my analysis of the diaphragm action that commonly occurs to railway car wheels under heavy loads. I have determined that having a wheel plate area 62 (see FIG. 10) of less radial distance will materially reduce the diaphragm effect if not eliminate same due to the significantly reduced leverage involved that acts on the wheel as it resists lateral forces due to weights imposed on the truck as a result of the engagement of the wheel flange 64 with the inside of the rail. The large bore of the wheel also permits a practical application of the wheel to its hub by a shop practice of shrinking a heated wheel onto a cold hub, instead of using a large press to force the wheel onto the axle as is now common practice.

Other significant advantages will be referred to and explained in detail as the description proceeds.

SPECIFIC DESCRIPTION ment with the truck wheels 18 when the side frames and bolster are in operative relation as part of the truck.

In the particular design here shown all of the eight springs 72 per side frame are each the AAR class D4 double coils selected for the trucks to carry a lOO-ton capacity car. For cars of different capacity, springs of other capacities may be similarly placed.

The side frame member 70 is provided with reinforced end portions 78 formed with openings 80 to receive a brass bearing 81 that is shaped to complement the shape of the respective openings 80 and that rests on top of the housing 14 or axle as the case may be (see FIG. 2). The members 70 also include a reinforcing hollow rib portion 82 under the spring seat portion 24 and an upstanding sidewall structure 84 reinforced as at 85 that is intended to resist lateral forces imposed by the bolster. Sidewall 84 preferably has applied thereto as by welding a hardened wear-resistant surface plate 86 for cooperation with a similar plate carried by the bolster. The side frame member 70 rests on its bearing 81 that in turn rests on the respective axle housings 14 or axle as the case may be. As part of the assembly procedure, the side frames are secured in place by applying suitable filler members 89 within the respective openings 80 and securing them in place with bolts 87.

In addition to compression springs 74, it is preferable that a snubber device be applied between the bolster and the respective side frames, where indicates at 90 in FIG. 2, and for this purpose, the side frame spring seat area 24 is appropriately formed as at 92 to receive a suitable snubber 90 which preferably is of the type disclosed in my U.S. Pat. Nos. 2,130,678 and 2,2l0,840 (the disclosures of which are hereby incorporated herein by this reference).

In the embodiments illustrated, the side frame 12 comprises two castings 70 joined together by crossmember plates 94 riveted in place as at 96. However, in an alternate arrangement, the side frames 12 are cast as a single casting with a portion shaped comparably to member 94 integrally connecting the two members 70.

In either case, the side frame crossmember 94 is formed with a centrally disposed opening where indicated at 96 (see FIG. 9) to receive the kingpin 32, which opening 96 is reinforced by a suitable flanged sleeve 98 affixed as by welding to the top of the member 94 and a suitable annular plate 100 affixed as by welding to the under surface of member 94.

The end portions 78 of the side frames define opposed upstanding longitudinal thrust receiving surfaces 102 and 104 to which are affixed as by welding hardened wear-resisting plates 106 and 108 respectively that cooperate with corresponding plates affixed to the bolster.

The bolster 28 is illustrated in FIGS. 48, and generally comprises a one-piece casting defining relatively long side portions 110 and 112 joined together with the centrally located annular guide structure 36 by reinforced arm structures 114.

The undersides of the respective bolster side portions 110 and 112 are shaped to define the bolster spring seats 30 that correspond in configuration to the side frame spring seats 24 and are adapted to receive the upper ends of compression springs 74. The bolster side portions 112 and 110 are each formed with extensions 116 that cooperate with the extension 76 of the respective side frames to seat the respective outwardly disposed row of springs 74. I

The ends 118 and 120 on the respective bolster side portions are formed with flat longitudinal thrust receiving surfaces 122 and 124, respectively, to which are applied as by welding the respective hardened wear-resisting plates 126 and 124 that are intended to cooperate with the respective side frame wear plates 108 and 106, respectively (see FIGS. 1 and 2).

The bolster side portions 110 and 112 are each formed with flat lateral thrust resisting surfaces 130 and 132 to which are respectively applied hardened wear-resisting plates 134 and 136 that cooperate with the respective plates 86 of the side frames (see FIG. 9).

Referring to FIG. 9, the proportioning of parts insofar as the bolster guide structure 36 and the body bolster attachment 38 are concerned is such that on lateral thrusts when the cylindrical extension 38 engages, for instance, the right-hand side of the guide structure 36 as shown in FIG. 9, the left-hand wear plate 134 will be brought into engagement with its opposing wear plate 86 of the side frame involved, and vice versa; when longitudinally acting thrusts are occasioned (such as draft forces acting longitudinally of the car), engagement of the body bolster extension 38 with the bolster guide structure 36 pending upon which end of the car is moving forward.

The side bearings 42 cooperate with the upper surfaces 140 of the respective bolster side portions 110 and 112 and each side bearing generally comprises an arcuate plate member 142 that is affixed to the bolster as by welding at 144 and is recessed as at 146 for application thereto of a strip or layer 148 of any suitable antifriction material such as bronze on which-rests-a steel block 150 that is received in a recess 152 formed in the car body bolster side bearing attachment 154, which recess 152 substantially complements the shape of a block 159' (see FIGS. 5 and 6). Attachment. 154 is affixed to the body bolster or its equivalent in any suitable manner.

Applied over the plate 142 is a suitable cover 156 which is closely received about the block 150 and rides on top of the plate 142 to protect the wear surface 158 on which the block 150 rides under the swinging action that the trucks will have with respect to the car body as the car rounds curves and the like. Itis preferablethat lubricantfilled sponge be applied about the block 150 under cover 156 where indicated at 160, and that the cover 156 include a suitable passage structure where indicated at 162 for adding lubricant asv may be required (see FIG. 6). I v I The 'arm structures 114 of the bolster may be sectioned in the generally channel-shaped configuration indicated in FIG. 8A, with the deeper sides 16'! on either side of the truck facing each other so as to ensure adequate resistance to lateral thrusts imposed on guiding structure 36.

The relative length of the bolster side sections 110 and 112 lengthwise of the car (which preferably has adimension on the order of about 45 inches) is of special significance since the proportioning involved avoids any tendency of the bolster to rock or twist about its axis transversely of the truck, thus overcoming a serious problem experienced with conventional truck bolsters. The supporting action of the spring groups is also spread out adequately to ensure minimum bed bending moments. In a specific embodiment of my invention, the dimension of sections 110 and 112 lengthwise of the car is 45% inches, as compared to a corresponding dimension of about 17 inches for standard bolster designs.

The axles 16 of the embodiment of FIGS. l-14 are formed with hub portions 170 (see FIG. at either end thereof on which is press fitted a wheel hub 172 which in turn has press fitted on it the respective individual wheel discs 173 that each comprise .wheel'plate 62, flange 64, and rail engaging rim surface 174 (which is preferably of the standard AAR cylindrical type). As already indicated, the parts involved should be proportioned so that the wheel has a bore 175 on the order of inches to reduce the radial dimension of wheel flange 64.

The axle housings 14 each comprise a tubular member 176 formed adjacent either end thereof to define a seat 178 on which the respective side frame mounting members 81 rest. As indicated in FIG. 10, the axle housings 14 are formed so that the cylindrical surface 182 defining their respective bores is spaced from the axle 16.

Operatively interposed between each end portion of each axle housing 14 and the adjacent wheel 18 is the bearing unit 22 which is best illustrated in FIGS. 10 and 10A.

Bearing unit 22 in the form of FIGS. 1-14 is of the tapered roller bearing type and comprises an inner race or hearing cone 190 press fitted onto a reduced portion 192 of the respective tubular housing member end portions 20, .an outer race or bearing cup 194 press fitted into a'recess 196 formed in the wheel hub 172, and a plurality of tapered roller bearings 198 interposed between the races 190 and 194 in circumambient relation about the inner race 190 and held in spaced relation by retainer device or cage 200.

The cage 200 is annular in configuration and preferably formed from a suitable antifriction metal such as bronze; it is broached or otherwise suitably formed to define equally spaced openings 202 'thereabout in which the respective rollers 198 are received.

It is to be noted that the inner and outer races and their roller bearings of unit 22 are each of single row construction, and in accordance with this invention, the comparable bearing unit at the other end of the axle 16 is applied in opposed fashion so that the bearing units 22 of each axle are in effect, self-balancing As indicated in FIGS. 10 and 10A, the raceway surfaces 204 and 206 of the respective inner and outer races are frustoconical in configuration and diverge inwardly of the truck (that is, in the direction'of the longitudinal centerline of the car). The unit 22 that is applied to the other end of the .axle 16 is similarly oriented, and thus has its parts disposed in va position that is the reverse of that shown in FIGS. 10 and Associated with each unit 22 is a closure plate 208 that is received over the end portion 20 0f the respective axle housings 14 and is secured in place by suitable bolts 210. Ring 212 encircling the end portion 20 of the respective housings l4'is employed to prevent the entrance of dirt into the bearing unit 22; it is of the conventional locking ring type that is made of spring steel or the like and is snapped into the position shown.

Cover plate 208 in accordance with this invention is formed with a rib 214 defining annular guiding surface 216 which is positioned and proportioned to be engaged by the end surface 218 of the roller bearing cage 200. Thus, as distinguished from conventional roller bearing units, in which movement of the rollers outwardly of the bearing is precluded by a steel-onsteel contact with a shoulder of the inner bearing cone, the rollers 198 are guided by the engagement of cage surface 218 with cover plate surface 216, which thus provides a guiding body of antifriction material between the inwardly disposed ends of the rollers 198 and the cover plate 208.

' It is preferred that the running clearance of rollers 198 between the inner and outer races be on the order of 0.005 of an inch to accommodate expansion during operation, and this clearance may be controlled by applying appropriate shims between the cover plate and outer race where indicated at 220. When adjusted for this preferred running clearance, the axle housing moves freely endwise about four-hundredths of an inch. 1 t

The cage 200 at its outer end is flared as at 222 and is provided with cylindrical surface 224'adapted to engage the surface 226 of the outer race to provide some guiding action on the outwardly directed end of the cage during operation of the truck, so as to ensure that the cage runs centered with respect to the outer race 194.

The wheel hub 172 and the cover plate 208 define a chamber 228 in which the bearing unit 22 is mounted, which chamber is preferably charged with oil and provided with a suitable oil and provided with a suitable oil inlet that is closed by a suitable removable plug, similar to that indicated at 310 and 312, respectively, in the form of FIGS. 16 and 17.

The roller bearing unit 22 has several important advantages.

For instance, the desired looseness or running clearance of the rollers 198 may be obtained with only one-tenth of the misalignment occasioned in conventional roller bearing units employed for outboard mounted side frames, as roller units 22 are approximately 10 times as far apart as the two sets of rollers in a typical AAR roller bearing unit for axle journals.

Furthermore, the outer race 194 of the bearing unit 22 revolves with the wheel 18 and achieves much better oil distribution about the rollers 198.

Moreover, more rollers pass through the load supporting zone of the bearing (the lower segment of the arc struck by the bearing unit 22), which will be based on the difference in diameters of the races and 194.

And, as already indicated, the movement of the rollers 198 is guided through a guide member of antifriction material, which materially decreases the rate of heat buildup in the rollers.

1n the embodiment of FIG. 15, the axle housings 14 are omitted and the side frames 12 are applied directly to a reduced portion 240 of the axle 16A in the manner indicated in FIG. 15, which otherwise is similar to the side frame application shown in FIG. 10.

In the embodiment of FIG. 15, the end 44 of each axle 16A includes a tapered portion 242 which receives a bearing member 244 formed from bronze, or the like, that is press fitted into the bore 246 of a wheel hub 248 on which the wheel disc 249 is press fitted in any suitable manner.

The wheel hub 248 forms a housing for the bearing 244 and is formed to define a plurality of annular lubricant reservoirs 250 interconnected by passages 252, which may be supplied with oil through suitable passages 254 and 255 closed by suitable removable plugs 2 56 and 258, respectively.

The bearing member 244 is formed with a plurality of spaced orifices 260 that lead to its bearing surface 262, and that are staggered axially of the axle 16A to achieve uniform oil distribution along the surface 262. Preferably, the bearing 244 is formed with similar orifices 260 in alignment with each reservoir 256, although only one set of the orifices 260 are shown for clarity.

Preferably, a lateral bearing 262A formed from bronze or the like is interposed between the lock washer 50 and the wheel hub 248 and the end portion 264 of bearing 244 that is aligned therewith in the area of lock washer 50.

Under normal operation, the wheels 18A carry vertical loads on the oil film that builds up between the bearing 244 and the axle portion 242.

In the specific embodiment illustrated in FIG. 15, the axle end 44 defines a collar 266 between which and the inner end 268 of bearing 245 is received an annular bearing member 270 that is likewise formed from a suitable antifriction material such as bronze, and against which bearing member 244 is pressed by the application of nut 46 to the axial end 44. Nut 48 serves to lock nut 46 in place.

One of the important features of the embodiment of FIG. 15 is that is provides independently rotating wheels for the truck. This eliminates the tendency of standard AAR trucks having wheels with tapered treads to shift from side to side as the wheels (which are made fast to the respective axles try to follow the track rails. in thisembodiment, the truck wheels are free to freely follow the track rails in a manner similar to the wheels of a highway trailer following the highway.

While this embodiment of the invention is shown as embodying a friction bearing arrangement, the same concept may be embodied employing a suitable roller bearing unit for journaling the wheel on the end of the axle.

In the embodiment B of F 165. 16 and 17, the tubular axle housings 14 are retained and are provided with end portions 208 which cooperate with the friction bearing unit 228 associated with wheel hub 280 on which wheel disc 281 is press fitted.

Wheel hub 280 defines a hub portion 282 that is press fitted on the axle end 170. l-lub 280 is formed to define annular portion 284 in which is press fitted a cylindrical bearing member or sleeve 286 that is press fitted into place and is provided with bearing surface 288 on which rides a bearing shoe 290 that is keyed to a reduced portion 292 of tubular housing end portion 208, as by employing pin 294. Bearing member 286 and shoe 290 may be formed from a suitable antifriction material such as bronze and shoe 290 should be proportioned to extend across about 130 of arc at the lower sector of the housing end portion 208. Annular cover plate 296 is secured in place by suitable bolt 298 applied to hub 280 which serves to retain bearing member or sleeve 286 in place, and the wheel hub 280 and axle housing 14 are proportioned to provide the annular spaces indicated at 300, 302, 304, 306 and 308 that are filled with lubricant through a suitable port 310 that is closed by suitable removable plug 312. It is to be noted that the space 308 extends across the axle to the other end thereof and connects with a similar space 308 at the other end of the axle.

Bearing sleeve 286 is preferably formed with a plurality of openings 310 thereabout in alignment with spaces 304 and 306 to. provide ready access of lubricant to load bearing parts of the bearing.

In the embodiment 10B, the tubular axle housings 14 must be restrained against revolving which may be done by a lug welded to the side frame engaging a suitable notch in the axle housing or some other suitable means.

It will therefore be seen that l have provided a railroad car truck that is especially adapted for application to freight cars of the l00-ton and over capacity, yet which is smaller and lighter in weight than conventional truck arrangements. One principal reason for this is that the loads applied to the truck are transmitted almost directly to the track rails in substantial vertical alignment therewith.

This substantially eliminates bending moments on the bolster axles and wheels.

As has been pointed out, the weight of the body is applied to the bolster directly over the spring groups that support the bolster, and in the illustrated embodiment the side bearings provide for adequate permanent lubrication thereof.

It is important that the snubber employed be of the type that acts only vertically when in its operating position on the truck as this avoids the application of restrictions on bolster movement that will result in bolster twisting on vertical movement, as sometimes happens in connection with conventional friction type snubbers that act in opposed relation on either side of the bolster.

In the embodiments of FIGS. l14, l6 and 17, the axle housings provide an added safety factor in addition to protecting the axles and providing a mounting arrangement for the side frames. For instance, if a car that includes trucks 10 or 10B is in a wreck, it is quite likely that either the axle 16 or the housing 14 will hold, thus keeping the truck wheels aligned with the trackway and the car on the right of way.

Furthermore, in these embodiments of the invention, the wheel axles do not carry the car body weight as the car body weight is applied to the wheels through the axle housings and the bearing units interposed between such housings and the wheels.

in all embodiments of the invention, the center pivot structure at the kingpin provides only guiding action on the truck and no weight support insofar as holding up the car body is concerned. As indicated, the load of a body is transferred through the truck in the area of the side bearings, spring groups and side frame mountings that are disposed as close as practical to vertical alignment with the rails. The significant difference between applicant's arrangement and those of the prior art will be better appreciated upon considering that a 79- inch spread exists between the springs supporting the load in the standard AAR truck as against 43 inches in a dimensioned embodiment of the invention between the midportions of the side frame end portion 78 as applied to each axle, which, as is indicated inFIGS. 3 and 13, are in substantial alignment with respective spring groups on either side of the truck.

The foregoing description and the drawings are given merely to explain and illustrate my invention and the invention is not to be limited thereto, except insofar as the appended claims are so limited, since those skilled in the art who have my disclosure before them will be able to make modifications and variations therein without departing from the scope of the invention.

Iclaim:

1. In a railway car truck:

a plurality of axles having a wheel at either end thereof and each of said wheels including a hub portion and a railroad track rail engaging rim portion disposed substantially within the plane of the respective wheels;

a side frame on either side of the truck and inboard of the axle wheels;

said side frames each defining a seat for spring means, with said seats being respectively located in a portion adjacent said wheels on either side of the truck and including a portion disposed in alignment with the axle wheels on the respective sides of the truck,

a bolster positioned over said side frame seats and including means at the midportion thereof for pivotally connecting the truck to a car body;

means for journaling the respective side frames in the wheel hubs of the respective wheels on the side of the truck adjacent same;

spring means interposed between the respective side frame seats and said bolster;

said bolster being formed on the upper side thereof for supporting the car body weight at points spaced on either side of said connecting means and in alignment with said seats on either side of the truck to the exclusion of said midportion of said bolster; and

said journaling means including means for transmitting to the respective wheel hubs the loads carried by the respective side frames to the exclusion of said axles.

2. In a railway car truck:

a plurality of axles having a wheel at either end thereof and each of said wheels including a hub portion and a railroad track rail engaging rim portion disposed substantially within the plane of the respective wheels;

a side frame on either side of the truck and inboard of the axle wheel;

said side frames each defining a seat for spring means, with said seats being respectively located in a position adjacent said wheels on either side of the truck and including a portion disposed in alignment with the axle wheels on the respective sides of the truck, with the remainder of said spring seats being inboard of the respective side frames;

a bolster positioned over said side frame seats and including means at the midportion thereof for pivotally connecting the truck to a truck body;

means for journaling the respective side frames in the wheel hubs of the respective wheels on the side of the truck adjacent same;

spring means interposed between the respective side frame seats and said bolster;

said bolster being formed on the upper side thereof for supporting the car body weight at points spaced on either side of said connecting means and in alignment with said seats on either side of the truck to the exclusion of said midportion of said bolster;

said journaling means including means for transmitting to the respective wheel hubs the loads carried by the respective side frames to the exclusion of said axles; and

said bolster and said side frames including means adjacent said connecting means and in circumambient relation thereabout for transmitting horizontally acting forces from said bolster to said side frames.

3. The truck set forth in claim 2 including:

a tubular axle housing received over each axle;

said side frames being supported on said housings of the respective axles adjacent the respective wheels;

said journaling means comprising means for supporting said housings of the respective axles on the respective wheel hubs thereof independently of said axles; and

whereby vertical loads carried by said side frames are transmitted to the respective truck wheels through the respective axle housings.

4. The truck set forth in claim 3 wherein said supporting means comprises:

a roller bearing unit interposed between the respective housings and the wheel hubs adjacent same at each axle end;

said roller bearing units .each comprising a single row of bearing rollers secured in a circular cage disposed about the respective axle ends and riding between races carried by said housings and wheel hubs respectively, with the rollers at opposite ends of each axle being disposed in opposed thrust bearing relation; and

means for guiding said cages of said units as they rotate about said axles on movement of the truck over the rails of a track.

5. The truck set forth in claim 3 wherein said supporting means comprises:

a cylindrical bearing member carried by each wheel hub adjacent the respective ends of said axle housings;

a bearing member secured to the respective axle housing ends and riding on the respective wheel cylindrical bearing members to provide a bearing unit at each wheel; and

means for lubricating the respective bearing units.

6. In a railway car truck;

a pair of wheeled axles with each of the wheels thereof including a hub portion and a railroad track rail engaging rim portion disposed substantially within the plane of the respective wheels;

a truck frame disposed inboard of the axle wheels;

said truck frame including opposed side frames interconnected by a cross piece;

a spring platform on each side frame;

a truck bolster member extending transversely of said truck frame and formed with end portions at either end thereof defining spring platforms;

means for supporting the truck bolster member of said truck frame including a plurality of springs interposed between said side frame spring platforms and the truck bolster member platforms, respectively;

said truck bolster member and side frame platforms substantially spanning the distance between said axles;

said bolster member also having acrossmember connecting said end portions of the bolster member;

said bolster member end portions each being formed to receive a side bearing in alignment with said platforms thereof, respectively, adapted to transfer the weight of the car body to said bolster member;

means for journaling the respective side frames in the wheel hubs of the respective wheels on the side of the truck ad jacent same;

nonweight bearing means for swivelably connecting said bolster member to the car body;

said bolster member supporting means including snubber means adapted to act only vertically; and

said journaling means including means for transmitting to the respective wheel hubs the loads carried by the respective side frames to the exclusion of said axles.

7. An inboard railroad car truck comprising:

a plurality of axles having a wheel at either end thereof adapted to ride the rails of a track;

a side frame on either side of the truck and inboard of the axle wheels;

each of said side frames defining a spring seat adjacent the plane of the wheels on that side of the truck adjacent the respective side frames;

a bolster extending between said side frames and over the respective spring seats;

spring means interposed between the respective spring seats and said bolster;

said bolster including means for pivotally connecting same to a railroad car body and means for supporting the car body thereon at points disposed on either side of said pivotal connecting means and in vertical alignment with the respective spring seats;

means for supporting said side frames from the wheels on either side of the truck including a support for the respective side frames that is stationary relative thereto; and

means for journaling said wheels for rotation relative said supports.

8. in an arrangement for supporting railroad car truck side frames on the truck wheels, the improvement wherein:

said side frames on either side of the truck are mounted on tubular housings overlying the respective axles that are stationary relative to said side frames;

said wheels each including a hub portion and a railroad track rail engaging rim portion disposed substantially within the plane of the respective wheels;

means for journaling said tubular housings adjacent their respective ends on the respective truck wheel hubs;

said journaling means comprising a bearing unit including single row of tapered roller bearings interposed between a cone and outer race carried by the housing end and wheel hubs respectively, with said rollers being mounted in a cage; and

with the rollers of each unit on a housing disposed in oppositely facing directions to center the housing of each axle with respect to the wheels of such axle.

9. In an arrangement for supporting railroad car truck side frames on the truck wheels, the improvement wherein;

said side frames on either side of the truck are mounted on tubular housings overlying the respective truck axles that are stationary relative to said side frames;

said wheels each including a hub portion and a railroad track rail engaging rim portion disposed substantially within the plane of the respective wheels;

means for journaling said tubular housings adjacent their respective ends on the respective truck wheel hubs;

said journaling means comprising a bearing unit at the point of support of the respective tubular housing ends on the respective wheel hubs including an annular antifriction member carried by the wheel hub and a shoe member carried by housing end and riding on the inner surface of said antifriction member; and

means for lubricating said shoe and antifriction member.

10. In a railway car truck:

a plurality of axles having a wheel at either end thereof and each of said wheels including a hub portion and a railroad track rail engaging rim portion disposed substantially within the plane of the respective wheels;

a side frame on either side of the truck and inboard of the axle wheels;

said side frames each defining a seat for spring means, with said seats being respectively located in a position adjacent said wheels on either side of the truck and including a portion disposed in alignment with the axle wheels on the respective sides of the truck;

a bolster positioned over said side frame seats and including means at the midportion thereof for pivotally connecting the truck to a car body;

means for journaling the respective side frames in the wheel hubs of the respective wheels on the side of the truck adjacent same;

and spring means interposed between the respective side frame seats and said bolster;

-said bolster being formed on the upper side thereof for supporting the car body weight at points spaced on either side of said connecting means and in alignment with said seats on either side of the truck to the exclusion of said midportion of said bolster;

said bolster and side frames being proportioned such that said seats extend a substantial portion of the distance between said axles on either side of the truck; and

said journaling means including means for transmitting to the respective wheel hubs the loads carried by the respective side frames to the exclusion-of said axles.

11. The truck set forth in claim 10 wherein said seats substantially span the distance between said axles.

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Referenced by
Citing PatentFiling datePublication dateApplicantTitle
US3912343 *Apr 3, 1974Oct 14, 1975Paton Hamilton Neil KingVehicle side bearing and friction damper
US3961582 *Apr 3, 1974Jun 8, 1976Hamilton Neil King PatonArticulated railcar
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US3977741 *Jun 12, 1974Aug 31, 1976Skf Industrial Trading And Development Company, B.V.Wheel bearing assembly
US4030424 *Apr 29, 1975Jun 21, 1977Acf Industries, IncorporatedRigid railway car truck
US4108080 *Dec 1, 1976Aug 22, 1978Acf Industries, IncorporatedLow friction material of polytetrafluoroethylene and nylon, polyester, polyacetal, polycarbonate or polysulfone
US4202277 *Jun 27, 1977May 13, 1980Bi-Modal CorporationConvertible rail-highway semi-trailer
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US5443015 *Mar 18, 1994Aug 22, 1995Pennsy CorporationCenter bowl wear liners for railroad cars with varying hardness values
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Classifications
U.S. Classification105/197.5, 295/42.1, 105/199.4, 105/192, 105/221.1, 105/206.2, 295/43, 105/181, 295/37, 105/208, 105/202
International ClassificationB61F15/12, B61F15/00, B61F3/00, B61F3/08
Cooperative ClassificationB61F3/08, B61F15/12
European ClassificationB61F3/08, B61F15/12