Railway car truck

June 15,1943. κ. f. nystrom ct al 2,321,845

RAILWAY CAR TRUCK

Filed Qot. 6, 1941 . 2 Sheets-Sheet 1

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Juiie 15, 1943. κ. f. nystrom etal 2,321,845

RAILWAY CAR TRUCK

Filed Oct. 6, 1941 2 Sheets-Sheet 2

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Patented June 15, 1943

2,321,845

UNITED STATES PATENT OFFICE

2,321,845

RAILWAY CAR TRUCK

Karl F. Nystrom and Vernon L. Green, Milwaukee, Wis.

Application October 6, 1941, Serial No. 413,850

Claims.

Our invention relates more particularly to trucks for railway freight cars and involves a main or outer frame or wheel piece provided with integral journal boxes and having side openings and an inner or sub-frame yieldably supported on the main frame by triple coil springs and held in lateral and longitudinal alignment with the. outer frame through the medium of a removable shoe which permits removal of the wheel piece when wheel change becomes necessary without disturbing any portion of the truck except the shoes and wheel piece.

The invention also contemplates a construction wherein the brake rigging is carried by the sub-frame thus providing a spring borne brake rigging which is less subject to wear and failure.

Our improved truck also involves a truck bolster which is permitted lateral motion through the medium of shock absorbing resilient means whereby the bolster is supported on the subframe; the resilient means consisting of a rubber “sandwich” which is removably secured in place by interengaging surfaces on the upper element of the “sandwich” and the truck bolster and on the bottom element of the “sandwich” and the spring plank which is secured to the sub-frame.

The invention has for its object the provision of a truck which permits the use of coil springs with high deflection and wherein a shear deflection between the sub-frame and the bolster is provided through the rubber “sandwich,” whereby the riding quality of the car is greatly improved.

The objects and advantages inherent in the construction all will be readily comprehended from the detailed description of the accompanying drawings wherein:

Figure 1 is a plan view of one side of our improved truck with portions broken away and shown in section.

Figure 2 is a longitudinal sectional view taken on the' offset line 2—2 of Figure 1, looking in the direction of the arrows.

Figure 3 is a vertical sectional view taken on the line 3—3 of Figure 2 looking in the direction of the arrows.

Figure 4 is a detail perspective view of the bolster supporting resilient means.

In the particular exemplification of the invention, the main frame or wheel piece 10, consisting of the top and bottom rails II and 12 and vertically disposed columns 13, is provided at its ends with journal boxes 14 and with spring seats IS adjacent the journal box portions of the frame.

(Cl. 105—197)

Mounted within the main frame or wheel piece 10 is a sub-frame 16 provided adjacent its top with extended ends 17 and at its intermediate portion with a bolster receiving opening.

The ends 17 of the sub-frame are each provided with a shoe 18, see Figures 1 and 2. The main portion of the shoe is shown in the nature of a flat plate (see Figure 2) which is provided . with a plurality of upstanding studs or pins 19 10 which extend into holes formed in the bottom surface of the extended ends of the sub-frame, thereby removably connecting the shoes to the sub-frame. The outer ends of the shoes are vertically enlarged coextensive with the thickness of 15 the sub-frame ends as shown at 20, Figure 2, and the outer vertical face of the enlarged portion of each shoe formed to extend into a vertically disposed socket as at 21 formed in the adjacent portion of the wheel piece . 10 and permits relative 20 vertical movement between the sub-frame and wheel piece or main frame 10; the interengaging relation between the shoes and the wheel piece maintaining the sub-frame in lateral and longitudinal alignment with the wheel piece. In or25 der to compensate for wear the contacting surfaces of the shoes and the wheel piece sockets or pockets are preferably provided with steel liners as shown at 22, see Figure 1.

As is apparent from the construction, the con30 nection between the sub-frame 16 and the wheel piece or outer frame IG may be readily disrupted or released by disengaging the shoes from the vertical slideways or sockets in the outer frame; the arrangement permitting wheel changes to 35 be made without disturbing any portion of the truck except the shoes 18 and the wheel piece or outer frame 10, as the brake rigging and bolster supporting means (later described) are entirely carried by the sub-frame 16; the brake 40 hangers being mounted on the extensions or brackets 23 formed on the sub-frame. With this arrangement the brake rigging is spring borne and therefore less subject to wear and failure.

The lower faces of the shoes 18 are formed to 45 provide proper seats for the triple coil springs 24 which also seat on the spring seats 15 formed in the wheel piece or outer frame ip.

The construction of the wheel piece and of the sub-frame permits the coil springs to be placed 50 close to the truck axles and also enables the use of triple coil springs with a high deflection which greatly improves the riding quality of the car; for example, springs with a three and a half Inch total deflection, as compared with about one and five-eighths Inches employed with the

2,321,845 present standard freight car springs, may be used.

The lower beams of the sub-frames II at the window-openings therein provide support for the ends of the spring plank 25. The ends of the plank 25 are provided with openings to receive the upstanding ribs 25 formed on the lower rail of the sub-frame 15 and the metal of the spring plank 25 adjacent the openings is depressed to engage the ribs 26 as shown at Π and provide a non-shifting connection between the spring plank and the sub-frame.

The truck bolster 28 is provided with reduced end portions 29 which extend into the windowopenings of the sub-frame and are supported on the bottom rail of the sub-frame through the medium of a rubber “sandwich” composed of comparatively thick rubber pads 30, 30 which are bonded to She steel plates 81, Si, 31; the “sandwich” preferably being substantially coextensive with the width of the bolster ends as shown in Figure 2. The “sandwich” at each side of the truck is operatively or non-shiftably connected to the ends of the bolster 28 and to the spring plank 25 by means of studs or lugs 32 welded or integrally secured to the top and bottom plates 31; the lugs 32 of the top plate engaging in holes or notches formed in the bottom surface of the ends of the truck bolster 28 while the lugs 32 on the bottom plate 31 enter holes formed at the ends of the spring plank 25; the latter being nonshiftably secured to the sub-frame as heretofore described. The construction described permits the truck bolster to have lateral motion through the shear deflection of the rubber “sandwiches” which absorb the vibrations of the sub-frame and of the truck bolster.

In order to limit the degree of lateral motion of the bolster, the ends of the latter are shown provided with the spaced lugs 33 arranged on each side of the bolster; the lugs on the same side of the bolster being spaced apart a predetermined distance greater than the width of the sub-frame through which the end of the bolster extends.

The lugs 33, as shown in Figure 1, will contact the columns 16“ of the sub-frame in the event of excessive movement of the bolster transversely of the truck.

The depth of the pins or studs 32 of the “sandwiches” is such that the pins will clear the openings or notches in the spring plank 25 or in the bottom of the bolster when the latter is jacked up thus enabling assembly and dissociation to be easily accomplished.

The exemplification of the invention is believed to be the best embodiment thereof, but certain structural modifications are possible and may be made without, however, departing from the spirit of our invention as defined in the appended claims.