Note: Descriptions are shown in the official language in which they were submitted.
BACKGROUND OF T~IE INVENTION
In a railway car, the primary suspension system gener-
ally refers to the suspension between the journal bearing assem-
bly and the truck frame. The journal bearing assembly carries a
wheel axle unit and acceleration forces generated by the wheel
are directed to the primary suspension system with the forces
being transmitted through the primary suspension system to the
side frame. The secondary suspension system refers to the sys-
tem between a bolster on the truck and the car body and gener-
ally include air or mechanical springs. The present invention
is directed to primary suspension systems.
Past primary suspension systems have involved elasto-
meric rings surrounding the journal bearings. Such rings have
included cut-away portions to provide softer spring rates and
the cut-away portlons were designed to provide desired vertical,
longitudinal and lateral spring rates. Some of the primary
suspension systems used heretofore are described in U.S. Patent
No. 4,044,689 (Eggert), issued August 30, 1977 and in U.S. Patent
No. 4,438,703 (Eggert), issued March 27, 1984.
While the aforementioned systems have proven satisfac-
tory ~or many applications, the spring elements are subject -to
wear. Also, the vertical, lateral and longitudinal spring
rates are generally related to each other and cannot be indepen-
dently adjusted.
OBJE~TS OF THE INVENTION
__
It is an object of this invention to provide an improved
primary suspension system for a truck on a railway car.
It is a further object of this invention to provide an
improved primary suspension system having no wear surfaces.
It is still a further object of this invention to provide
an improved primary suspension system in which the spring rates
for different directions may be independently controlled.
It is still a fur-ther object of this invention to provide
an improved primary suspension system in which the main parts
may be assembled or repaired in areas away from the truck.
BRIEF SUMMARY OF THE INVENTION
In accordance with the present invention, there is pro-
vided in combination with a railway truck including a wheel axle
unit connected to a side frame, a primary suspension system
comprising: (a) a retainer housing for receiving a journal bear-
ing connected to the axle of said wheel axle unit and having two
~ pairs of angular portions thereon; (b~ a lower support housing
detachably connected to said retainer housing and having a pair
of angular portions thereon; (c~ a pair of longitudinally spaced
elastomeric vertical springs each having openings at opposi-te
ends to receive locating pin elements connected to said housing
and said side frame, (d) two pairs of anguIarly spaced compressed
spring elements disposed in a horizontal plane, on opposite ends
of said vertical springs and between respective angular portions
on said retainer and lower support housings for providing lateral
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and ]ongitudinal spring controls in said primary suspension
system; (e) said pairs of angular springs including positioning
pins at the ends thereof disposed to fit into openings in ~aid
retainer housing and said lower housing, and (f) screw means for
disconnecting as a unit from said journal bearing said retainer
housing, said lower housing and angular spring members whereby
said spring elements are maintained in compressed conditions
after said unit is removed.
Other objects and advantages of the present invention
will be apparent and suggest themselves to those
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skilled in the art rom a reading of the following
specification and claims, taken in conjunction with the
accompanying dra~ings,
BRIEF DESCRIPTION OF THE DRAWINGS
¦ 5 Fig. 1 is a side view of a portion of the side
frame of a railway truck including the primary suspension
system, in accordance with the present invention;
Fig. 2 is a top view of the portion of the
ruck illustrated in Fig. l; and
I I l0 Figs 3 and 4 are isometric exploded views of
., , ! the elements of the primary suspension system, in accordance
j with the present invention.
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DF,TAILED DESCRIPTION OF THE _ EFERRED EMBODIMENTS
Referring to Eigs~ 1 and 2, a typical railway
15 truck includes wheel-axle units, such as wheel-axle unit
10, suitably attached to a pair of side rames such as
the side frame 12. The wheel axle unit 10 includes an
axle 14 and a wheel 16.
The primary suspension system of which the
20 present invention is related includes a pair o longitudinally
spaced vertical springs 18 and 20 which may be elastomeric
or mechanical coils, secured to a housing retainer 22, Pairs
of angularly disposed spring members 24 and 26 are also
connected to the housing retainer 22 and on opposite sides
25 of the springs 18 and 20.
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Various elements associated with a typical truck
are also illustrated. However, because they are only
incidentally related to the present invention, they will not
be discussed in detail. The present inventi.on involves
the primary suspension system which includes the springs
18, 20, 24 and 26. This system will be described in detail
in connection wit:h ~igs. 3 and 4.
- , Figs. 3 and 4 are somewhat similar, with Fig. 3
showing the various parts completely disassembled whereas
Fig. 4 shows most of the parts assembled.
Referring to Figs. 3 and 4, the vertical springs
18 and 20, which may be elastomeric or coil type springs,
include top openings 28 and 30 adapted to receive pin-like
elements 32 and 34 within the side frame 12. In li~e manner,
the bottom of thc ~;prings 18 and 20 include openings 36
and 38 adapted to receive pins 40 and 42 respectively.
The purpose of the various openings and pins is to guide
the springs 18 and 20 and to maintain it in place within
- - the side frame 12 so that when they expand and contract,
they will not rub against the side frame.
, The pair of springs 24 each include pin like
. , elements 44 and 46. The pair of springs 26 likewise
~ include end pin-like elements 48 and 50. In an
assembled position, the various pins are disposed to enter
openings in the journal housing 22 and lower support
housing 52. Only one such opening for receiving the pins 48
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is illustrated in Fig. 3, this being the opening 54.
~.; If required, shims may be added to provide tram in the
¦~ journal housing bearing 22. The pin elements 50 are
`I disposed to enter into a pair of openings of which only the
~l 5 opening 56 is illustrated in Fig. 3. The lower suppor~
! ' ` housing 52 also includes a portion having openings 57 and58 for receiving the pin elements 44 of the springs 24,
i The ~ournal housing retainer 22 comprises a
. central portion for receiving the ~ournal bearing assembly? ~ '~ 10 60. A retainer ring 62 is provided to permit the attachment
~¦ ' of the journal bearing to the housing 22 by means of a
., plurality of screws such as the screw 64.
The housing retainer 22 includes sec~ions 6S
, and 68 extending therefrom. The section 66 includes
angular portions 70 and 72 and the section 68 includes
angular portions 74 and 76.
¦ The lower support housing 52 is adapted to
receive the housing retainer 22 and the various connected
parts and is adapted to be connected to the side frame 12
-¦ 20 in a well known manner by means of nuts and bolts 78 and
¦ 80, for example. The lower support housing 52 includes
; ! ; ` end angular sections 82 and 84 adapted to receive the
' ' pins of the pairs of springs 24 and 26. In operatlon, these
springs are generally installed in a compressed condition.
The pairs of springs 24 and 26 are basically elastomeric
members having metal strips therein at spaced `intervals.
This provides the necessary shearing and compression in
accordance with the design of this sy,stem.
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One of the. main advantages of the primary suspension
system illustrated is that there are no wear surfaces. All
! the motions takin~ place in the primary susnension system
are taken up with the shearing and/or compression of
the various control springs including the vertical springs
28 and 30 and the pairs of angularly disposed springs 24
and 26.
A second advantage in the present invention is
that the various spring rates for the vertical springs 18
, 10 and 20, horizontal springs 24 and 26 may be independently
j controlled. For example, the characteristics of the springs
18 and 20 may be changed by the composition of the material
used. The spring rates of the springs 24 and 26 may be
controlled by changing the angles of the spring. The
I5 angular positions of the pairs of springs 24 and 26
provlde the spring rates for both the lateral and longitudinal
;~ directions.
Another feature of the present invention is that
; the subassembly illustrated in Fig. 4, whlch includes the
lower support housing 52 and the parts associated therewith,
; I may be assembled in an area removed from the trucks
involved.
Another feature is that the subassembly including
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the lower support housing 52 and its associated par~s may
be held in place with the wheel axle,unit 10 by having
~;~ ( it screwed in place. It may of course be easily~slid off
; the axle 12 by just unscrewing the lower support housing
and sliding it off the axle. ~ ~
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An advantage of the types of pairs of fiprings
. 24 and 26 is that they may be designed to have very low
. shear stiffness because the springs employ rubber elements
! and steel plates which are not unstable but marginally
j 5 6tsble so that when you move it up and down vertically
~! or shear the control springs, they contribute very little
,¦ to the vertical stiffness.
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