US2305732A - Railway springing system - Google Patents

Description

4 Sheets-Sheet 1.

n n) ad@ z NN E. H. PIRON RAILWAY SPRINGING sYsTEu Dec. Z2, 1942.

Filed llay 24, 1938 A.. mlLl s. @V WW De. 22, 1942. E. H. PIRON RAILWAY SPRINGING SYSTEM Filed May 24, 1938 4 Sheets-Sheet 2 INVENTOR. JW/.4 B" M ATTORNEY.

Dec. 22, 1942. E, H PIRQN 5 2,305,732 Y RAILWAY SPRINGING SYSTEM K. K

Filed May 24, 1938 4 Sheets-Sheet 3 ATTORNEY.

Dec. 22, 1942. E. H. PIRON RAILWAY SPRINGING SYSTEM Filed May 24, 1938 4 Sheets-Sheet 4 [1V V'ENTOR 610/4 ./7. ,Pc/Lf BY ATTORNEY Patented Dec. 22, 1942 UNITED- STATES PATENT oFF-ICE Emil H. Piron, New York, N. Y., assignor to Transit Research Corporation, New York, N. Y.,

a corporation of New York Application May 24, 1938, Serial No. 209,778 11 claims. (Cl. 10s-194)l Y No. 216,455 issued Oct. 1, 19.40, wherein the This invention relates to the springing systems oftrucks and similar structures, and more particularly of heavy duty rail trucks wherein the problems of springing do not appear to have been as fully appreciated or met to the extent obtained in many types of road vehicles. It has been the general practice to use `comparatively hard springs in such trucks in order to avoid the tendency found in soft 'springs to tilt under the action of centrifugal force when the truck is negotiating a curve; and also it has been generally con- 1 sideredV in the rail truck engineering field that soft springing is more or less of a luxury ren- I dered unnecessary by the fact-that the trucks travel on smooth rails and do not have to meet the same requirements of resiliency which obtain in a road vehicle. The applicant has determined that to a very considerable extent such contention is a fallacy and that there are decided advantages, in a structure such as a rail truck,

in providing for such soft springing action with comparatively considerable amplitude of vertical distortion in the springing system, provided that the tendency to tilt previously referred to is adequately prevented or counteracted.

In road vehicles, the s'aid tilting tendency has in many cases been markedly overcome by means of stabilizers comprising a system of cross shafts and levers linking the sprung body to the unsprung axle housing and operating to relieve the springs from the side strain resulting from centrifugal force when the vehicle is rounding a curve.

It is an object of this invention to secure a similarv result, especially in heavy duty rail vehicles, but by the use in combination with the main vertical or bolster v.springs of `a system of torsion springs assisting in the support of the vehicle body and also by reason of their general I' design and relationship thereto acting as stabilizing means in the desired manner. :The present invention may be used to advantage in road vehicles in place of such stabilizers, or, if desired, in combination therewith.

Broadly stated the general object of the invention may be said to provide a springing system lthe combination in a truck such as a rail car truck of load supporti-ng vertical springs of the type disclosed in my Patent No. 2,171,069 issued August 29, 1939, filed' May 31, 1935, with double torsion springs such as disclosed in my Patent 55 at the two points intermediate their length by a springing system of the ilrst mentioned springs is supportedby the second mentioned springs on the truck frame for verticalmovement'therein, the axes of the said double torsion springs extending transversely of the said frame whereby the vertical resiliency of the combination is that ofthe first mentioned plus the second mentioned springs, the lateral resiliency relative to the truck being merely thatl of the rst mentioned springs.

A further object is to provide such torsion springs involving the use of rubber or a similar material as the elastic medium and so constructed that the actual torsion in the rubber is reduced to a low degree relative to the amplitude of reaction of the springs.

Anent this object, it is further proposed to provide a dual form of torsion spring in which a pair of single torsion springs are coupled together in series in such manner that the burden of the load may be shared by the rubber torsion elements of both springs of the dual spring whereby the torque in an individual member of the dual spring is divided and is therefore less in each than would been necessar'y in a single torsion spring for the l .combination of an articulated main frame whereby side members of the frame operate as equalizer bars with an articulated mounting of thedual torsion springs, this ,arrangement including a resilienJ support for the vertical bolster springs o! the truck. The invention further contemplates the inclusion in the combination just referred to of a swing bolster carried by the said '4 bolster springs and forming a part of the yielding load. carrying structure.

Still further objects subsidiary to the aforesaid objects or resulting from the invention as it may be carried into eifect will become apparent as the same is hereinafter further disclosed.

In carrying the said invention into effect, I

pair of transverse rods one of which has an elastic articulate connection with one of the frame members and the other a similar connection with the other frame member, the transverse rods being otherwise rigidly connected to the frame, such as in the manner disclosed in my Patent No. 2,216,455. These cross members form the fixed non-rotatable cores of elastic rubber torsion springs the outer shells of which are connected by short levers to the core rods of similar torsionsprings, whereby dual torsion springs are formed, the' outer shells of the last mentioned torsion springs being connected at their ends by fixed brackets or supports to a second frame or platform on which are mounted vertical springs, such as of the type disclosed in my Patent No. 2,171,069. These vertical springs in turn carry the load or body of the truck,l as through the medium of a bolster which may be swingably mounted in a third frame supported by the last mentioned vertical springs. Y

ing the springing system of the present inven'- Y tion; Y

Fig. 2 is a plan of the same;

Fig. 3 is a vertical sectional detail view taken on a plane indicated by the line 3-3 in Figs. 2 and 4;

Fig. 4 is a horizontal sectional view through the truck taken on` a. plane indicated by the line 4--4 in Fig. 1;

Fig. 5 is a fragmentaryvertical sectional view on the line 5-5 of Fig. 2 showing a somewhat modied arrangement of the parts;

Fig. 6 is a horizontal section taken on the line 6-6 of Fig. 5;

Fig. '7 is a similar View to Fig. 5 showing a still further modied arrangement of the parts; and

Fig.l 8 is a horizontal sectional view thereof..

Similar characters of reference indicate similar parts in the several figures of the drawings.

5 and 6 are the truck axles which carry the side frame members 1 and 8 and form therewith the main truck frame, the side frame members being shown in the illustrated arrangement as having rubber bushings 9 housed therein :and

surrounding the axle ends to provide elastic articulation at these points between the said side frame members and the axles, whereby the said side frame members may operate to a desired extent as equalizer bars independently movable L relative to their normal common plane under the influence of unequal forces directed against the truck wheels, especially in a. vertical direction.

I0 and II are cross members or rods extending transversely of the frame,l the rod I0 being rigidly and non-rotatably secured at I2 tothe frame member 1, the other end of the said rod I0 engaging in a rubber or similar bushing or torsion element I3 suitably mounted and secured in the frame member 8 to provide an elastic articulation at that point between the said rod I U and the frame member 8. Suitably spaced from the rod Ill, and also spanrigidly and non-rotatably secured at I4 to the frame 8-at one end and having an elastic articufacilitates the equalizer bar action of the frame members previously referred to and prevents the said rods I0 and II from interfering with or unduly restricting such action while the elastic natureof the articulations lends itself to the promotion of reflex forces therein tending to stabilize the frame structure in its operation and avoid loose mechanical connection of the cross members which might otherwise be necessary in a frame of this type. The rods Ill and I l form the cores of elongated torsion springs I5 and I1 formed of rubber or similar material encasing the said rods, preferably through the major 'portion of their lengths between the frame members, and enclosed in shells I8 and t9 to which.

the outer surfaces of the .rubber are suitably secured or bonded to insure the torsional resistance of the rubber to relative rotation of the shells and the core rods as will be well understood.

From the ends of the shells I8 and I9 extend short arms or levers 20 and 2I in a substantially horizontal direction, or in a direction more nearly approaching a horizontal direction than a vertical direction, and these arms I8 and I9 carry rods 22 and 23, respectively, iixedly secured thereto and forming the cores of further elastic torsion springs 24 and 25, somewhat shorter than but similar to the rst mentioned torsion springs I6 and I1, and similarly provided with outer shells or casings 26 and 21, respectively. This torsion spring 24, connected through the arms 20 to the torsion spring I6 in the manner shown,

provides in combination a dual torsion spring assembly in which the burden of applied forces may be sharedby the rubber torsion elements 24 and I6, and advantages which will be further discussed; This condition also obtains in the dual torsion spring formed by the connection of the torsion spring 25 through the arms 2I with the torsion spring I1. I

The shells 26 and 21 of the dual torsion springs referred to are respectively provided with rigid uprights or pedestals 28 and 29 supporting a frame or platform 30 common thereto, which may be considered as the secondary frame and which in turn is shown as carrying vertical rubber springs 3| preferably comprising alternate concentric elastic cylindrical layers of rubber 32 and with at least one concentric stii cylinder of metal V33 therebetween and provided with axial upright shafts 34 on the upper ends of which a bolster frame 35 is mounted. The bolster frame is shown as carrying pendant swing members which in turn carry the swing bolster 31.

'Ihe most desirable riding qualities in a truck or vehicle requires a degree of vertical spring deection considerably greater than that which may be eiectively secured by the vertical bolster springs alone within the limit allowable by the increased tendency of such springs to tilt or roll 'when their action is too soft, but, this tendency not being a characteristic of the torsion springs referred to, the use of the said torsion springs ning the frame, is a. similar rod I I in this case in series with the bolster springs, and especially in the manner described therein, provides the increased amplitude of movement sought together with the soft action'provided by the distributed forces in the rubber elements of the dual springs, aswell as impulse absorption under the conditions of operation prevailing in this system.

The arm 20 being xedly connected to the shell I8 and the rod 22 of one of the dual torsion springs (as is the arm 2I fixedly connected to the shell I9 and rod 23 of the other dual spring), and the uprights 28 and 29 flxedly connecting shackles or other similar connecting, supporting or motion controlling links are rendered unnecessary.

Furthermore, the dual springs as described may make use of the' articulated cross frame members described in my Patent No.l 2,216,455, hereinbefore referred to, by utilizing them as the non-rotative members of one of the elements of each of the dual springs, while still retaining the advantages of the articulated cross bracing of the frame secured thereby.

Of course, the precise method of coupling the two torsion elements of the dual spring together may obviously be varied from that shown in Figs. 1 to 4; and in Fig. 5, as an example of such variation, I show one of 'these dual springs having the core rods I0 and 2 2 and rubber torsion elements I6 and 24,- the shell I8a of the element I6 in this -case being fixedly connected by a web 38 to the shell 26a of the torsion element 24, and the bolster frame pedestal V28a flxedly connected to the core rod 22 of the last mentioned torsion element. The operations and advantages of the iirst described dual spring assembly are similar in the instant example, as will be readily-understood. It is `simply required that either the core rod or the shell of ,one of the torsion elements of the dualtorsion spring beconnected to the Acore rod or to the shell of the other torsion member thereof, the unconnected rod or shell of the first torsion member being non-rotatably secured to the frame and the unconnected lcore rod or shell, as the case may be, of the second torsion member non-rotatably attached to the bolster frame or other member carrying the vertical springs.

It will be further seen that the utilizing of the dual torsion springs transverse of the frame in the manner described operates as a stabilizer in a highly efficient manner whilev providing for a very high degree of vertical distortion of springing system, thereby securing the effect of very soft vertical springs without the disadvantages usually attendant on the use of such' soft springs.

Consequently any practical desired amount of vertical resiliency in the system may be secured without increasing lateral resiliency thereof beyond that provided by the -bolster springs themselves.

While, for the sake of illustration and coni to the conditions obtaining in the operation of such a truck-although the desirability of such a form of springing does not appear to have been heretofore properly appreciated; and the eii'ect of the improved springing system is to transfer the action of lateral forces to the road with a given lateral displacement of the body, independent of the softness ofthe springs in a vertical direction, with a vertical oscillation frequency as low as possible and a lateral or roll-4 ing oscillation frequency of a desirable value. This action is obtained by the cooperative com bination of a vertical springingsystem which is also responsive to rolling operations and the sup porting system of torsion springs responsive to vertical oscillations only, which is diametrically the opposite of the usual characteristics found in rail truck springing systens.

It will be observed that the twisting action of the stabilizer elements which is commonly provided for in stabilizer constructions such as are found in automobiles and other road vehicles, wherein itis desirable to conserve as much lateral flexibility as possible while merely reducing exaggerated lateral tipping of the body, is not found in this present springing system so vthat it does not particularly lend itself to meeting the conditions imposed by highly irregular road beds -such as are met with in automobile operation. K While 4I prefer to utilize in this springing system the dualform of torsion springs as the vertically resilient stabilized support for the bolster springs, it will be apparent that single torsion springs may be used in place thereof, although without the same advantages of distributed torque hereinbefore described and with certain limitations inherent in such changed design which may limit its eld of application but which would not by any means preclude its use. Such an arrangement is shown in Figs. 7 and 8, wherein the single torsion spring comprises the core rod I pedestal 28h is affected. The dual springs, however, avoid the mechanically articulated linkage which is necessary to connect such a single torsion spring with the secondary frame.

A form of stop plate such as is -described in my Patent No. 2,068,279, dated January 19, 1937, may b used with the rubber springs 3| to mate'- rial advantage, as an element in the springing system described herein, such a stop plate 4I being shown in Figs. 1, 2, 3, 5 and 7 as having stops or abutment faces 42 and 43 arranged to progressively contact the upper anged ends of the metal cylinder 33 as the stop plate is depressed by loading, whereby the innermost cylinder of may nevertheless be advantageously adapted to such vehicles as automobiles, motor trucks, mo-

tor buses, .trolley buses, and other vehicles -wherein a soft spring action capable of a relatively high degree of vertical distortion without any corresponding high degree of lateral distorl rubber in the spring3l having the greatest unit shear loading and thereby being deflected more rapidly than the surrounding cylinder of rubber will, upon loading to a sufficient extent, permit the stop 42 to contact the anges of the next to the innermost "metal cylinder whereupon the next. surrounding cylinder of rubber will then continue deection until the flange of the cylinder surrounding it is contacted bythe stop 43 of the plate 4l whereupon the outermost cylinder of rubber-*will be the only one subject to further deflection.

In this way the strain can be varied until the maximum load is reached and by choosing the various areas and points .of travel at which the successive cylinders of rubber are taken out of action, in the manner described, the load deiiection curve may be varied from the typical straight shear curve to a curve which turns upwardly on anew slope following elimination of activity in each cylinder of rubber in the spring.

It will be apparent that this varying of the deilecticn curve will modify the deflection` curve oi the springing sys-tcm described as a whole, and that a cooperative action will result between the stop plate, the concentric rubber springs and the sprung' stabilizer' springs, the result being a springiner wherein springs have a certain characteris c load deflection ratio curve in responso to vertical .mc-tions of the supported body differing from that oi the bolster springs per se, i.

and a load deflection ratio curve of a dillerent or of a stiffer 'character in response to the rolling motions of the body.

v This invention may be developed within. the scope of the following claims Without departing from the salient features of the said invention, and it is desired that the spec'iiications and drawings be read as being merely illustrative and not in a limiting sense, except as necessitated by the vprior art.

What I claim is:

1. In a truck structure, in combination, a main frame, a secondary frame, torsion springs eX- tending substantially across and supporting said secondary frame on said main frame, a bolster ai frame having a laterally swingable bolster mountedY therein, and four rectangularly grouped load carrying vertically distortable springs carried by said secondary frame and supporting said bolster frame.

2. In a truck structure, in combination, a main frame, a secondary frame, a pair vof cross m'e bers in one of said frames, each cross member being rigidly connected at one end to its frame and resiliently connected at its other end to the -l trame with the order of said connections reversed with respect to the different members, an elastic torsion spring element surrounding said cross members, torque arms connecting said element with the other of said frames, vertically distortable springs carried by said secondary frame, and a load carrying member mounted on said last named springs.

3. In a truck structure, in combination, a main frame, cross members forming part of said :main frame and having articulated connection therewith to provide for distortion of the frame about I substantially diagonal points, elastic torsion spring elements surrounding said cross members, a secondary frame, torque arms connecting said elements with said secondary frame, vertically distortable springs carried by said secondary member supported at each of its corners by said .f

last named springs.

5. In a truck structure, in combination, a main frame composed of side members and fore and aft members, articulated means connecting respentive ends of said side members to respective T ends of said fore and aft members, a secondary frame, a torsion spring carried by and kextending substantially across one of said frames, a second similar torsion spring carried by the other of said frames and coupled in seriesy to the first mentioned spring, vertically distortable springs carried by said secondary frame, and a load carrying member mounted on said last named springs.

6. In a truck structure, in combination, a main frame, cross members forming part of said main frame and having articulated connection therewith to provide for distortion of the frame about substantially diagonal points, elastic torsion elecarried by said secondary frame, and a load carrying member mounted on said last named springs.

7. In a truck structure, in combination, a main frame, a secondary frame, a torsion spring comprising a tubular rubber torsion element secured to inner and outer members extending transversely'of one of said frames, one of the members being secured to said frame, a similar torsion spring having one of its members connected to the free member of the rst mentioned torsion spring and its other member connected to the other of said frames, vertically distortable springs carried by said secondary frame, and a load carrying member mounted on said last named springs.

8. In a truck structure, in combination, a main frame composed of side members and fore and aft members, articulated means connecting respective ends 0f said side members to respective ends of said fore and aft members, a secondary frame, a torsion spring comprising a tubular torsion element secured to inner and outer members extending transversely of one of said frames, one

, main frame, one of the said members of each torsion spring forming a cross member of said frame and having articulated connection therewith to provide for distortion of said frame about substantially diagonal points, -a pair of similar torsion springs each having one of its members' connected to the free member of the irst mentioned torsion springs and its other member conone to the other by elastic material, vertically distortable springs carried by said secondary' frame, and a load carrying member supported by said last named springs.

X being carried by said secondary framefa load carrying member supported by said springs. stop truck, eah torsion spring including a part connected to opposite side members of the main frame to resist distortion thereof, vertically distortable springs carried by said secondary frame, and a load carrying member supported by said vertically distortable springs.

means carried by said inner member for contact with at least one of the intermediate stiil.' members to limit -deilection of the elastic member therewithim and springs having vertical resiliency only supporting said secondary frame on `said main frame.

'12. In a truck structure, in combination, a main i'rame articulated for distortion about substantially diagonal points, a secondary "frame, torsion springs supporting said secondary frame on said mainframe and having their axes transverse of said truck, springs carried by said secondary frame, 'a load carrying member supported by said last named springs, said springs each comprising concentric load imposing and load receiving members with alternate cylinders of rubber and metal therebetween of progressively increasing `height towards the load imposing member, and stop means movable with the load imposing member for progressively contacting the metallic cylinders as said stop means is depressed under loading.

. 13. In a truck structure, a main frame, a sec-A ondary. frame, 'torsionvsprings supporting said f secondary frame on said mainframe and having their axes transverse of the truck, said torsion springs-each having a rigid core, said cores each being rigidly connected at one end to the main frame .and resiliently connected at th'e other end 'toy said main frame with the order of said connections reversed with respect to different cores, load carrying vertically distortable springs carried by said secondary frame, and a laterally swingable bolster `carried by said last named 89111185.

, 14. In a truck structure, a main frame comvposed ot side members and fore and aft members articulated for distortion at the points of connection between respective side and fore and aft members, a secondary frame, torsion springs supporting said secondary trame on said main frame and having their axes transverse of said 15. In a truck structure, a main frame composed of side members and fore and aft axles, resilient means articulately connecting respective ends of the side members tgo respective ends of the axles for distortion at sui points of connection and for yieldingly opposing s uch distortion,

a. secondary frame, springs having vertical resiliency only supporting said secondary frame on said main frame, springs having vertical and lateral resiliency carried by said secondary frame, and a load carrying member supported by said last named springs.

16. In a truck structure, a, main frame composed of side members and fore and aft members,

.resilient means -articulately connecting respective ends'of the side members to respective ends of the fore and aft members, said resilient means permitting distortion of the main frame about said connections, a secondary frame, -torsion springs extending substantially across and sup-- porting said secondary frame on said main frame,

each torsion spring embodying a member rigidly connected to. one side member and having-resilient means at its other end articulately connecting it to the opposite side member whereby it yieldinglyopposes distortion of the main trame, vertically distortable springs ycarried by said secondary frame, and a load carryingl member sup'- ported by -said vertically distortable springs.

17. In a truck structure, a substantially rectangular frame articulated at the four corners thereof and'adapted to be distorted by articulation at said corners, a secondary frame, a torsion spring carried by and distortable about an-axis transverse to the main frame, said torsion spring having a part thereof operating to stabilize the main frame against distortion, a second torsion spring axially parallel to and coupled in series to the rst mentioned torsion spring. means connecting the second spring to said secondary frame, vertically distortable springs carried by said secondary frame, and a load carrying member/supported by said last named springs.

, EMIL H. PIRON.

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