Rail road car and truck therefor

• US 7,004,079 B2
• Filed: 01/31/2003
• Issued: 02/28/2006
• Est. Priority Date: 08/01/2001
• Status: Expired due to Term

• Current Assignee: National Steel Car Limited
• Original Assignee: National Steel Car Limited
• Inventors: Forbes, James W.
• Primary Examiner(s): Le, Mark T.
• Application Number:
  US10/355,374
• Publication Number:
  US 20030172838A1
• Time in Patent Office: 1,124 Days
• Field of Search: 105/171, 105/174, 105/179, 105/182.1, 105/185, 105/187, 105/189, 105/355, 105/190.1, 105/192, 105/193, 105/197.2, 105/198, 105/198.2, 105/198.4, 105/202, 105/203, 105/206.1, 105/207, 105/223, 105/157.1, 105/165, 105/167, 105/168, 105/197.05
• US Class Current: 105/223
• CPC Class Codes: B61D 3/18 for vehicles vehicles adapted to carry other vehicles, in general, B60P3/06
• CPC Class Codes: B61F 3/125 with more than one axle or wheel set
• CPC Class Codes: B61F 5/06 incorporating metal springs
• CPC Class Codes: B61F 5/122 with friction surfaces

Abstract

An autorack rail road car is provided with a truck that includes a pair of sideframes supported on wheel sets with bearing adapters positioned therebetween. The bearing adapters and the sideframes have associated parts or surfaces with curvatures configured to permit lateral swinging of the sideframes. A bolster is supported by the sideframes, and sets of laterally arranged dampers are provided therebetween to control the relationship between the sideframes and the bolster.

Claims

1. A truck for a railroad freight car comprising:

wheelsets, a pair of first and second sideframes mounted to said wheelsets, and a bolster mounted cross-wise between said sideframes;

said sideframes being free of unsprung lateral connection interconnecting the sideframes;

wherein, the lateral connection of which said side frame are being free is chosen from the set consisting of a transom, cross brace members, and lateral extending rods;

said bolster having a first end borne by a lower region of said first sideframe, and a second end borne by a lower region of said second sideframe;

a first group of friction dampers being mounted between said first end of said bolster and said first sideframe;

a second group of friction dampers being mounted between said second end of said bolster and said second sideframe;

said first group of dampers including a first friction damper and a second friction damper, said first and second friction dampers being independently sprung, and said first friction damper being located more laterally inboard than said second friction damper;

said sideframes having upper regions having pedestal fittings;

said wheelsets having bearing adapters mounted thereto, said bearing adapters being mounted in said pedestal fittings;

said bearing adapters and said pedestal fittings engaging each other at pairs of first and second surfaces that mate in rocking engagement to permit lateral swinging motion of said sideframes such that when said lower region of said first sideframe swings laterally outboard, said upper regions of said first sideframe rock laterally inboard;

said first surface having a first radius of curvature of less than 25 inches; and

said second surface having a second radius of curvature lying in the range of ¼

to ¾

of said first radius of curvature.

2. An autorack rail road car having a car body unit supported by rail road car trucks for rolling motion along railway tracks wherein one of said trucks is a truck as claimed in claim 1.

3. The autorack rail road car of claim 2 wherein said car is ballasted.

4. The autorack rail road car of claim 3 wherein said rail road car includes at least two rail car unit bodies joined by an articulated connector, and at least one of said unit bodies is unevenly ballasted along its length.

5. The truck of claim 1 wherein said truck has an overall vertical spring rate of less than 30,000 Lbs./in.

6. The truck of claim 1 wherein said truck has an overall vertical spring rate of less than 20,000 Lbs./in.

7. The truck of claim 1 wherein said truck has an overall vertical spring rate in the range of 10,000 Lbs./in. to 25,000 Lbs./in.

8. The rail road car truck of claim 1 wherein one of said friction dampers is biased laterally inboard.

9. The rail road car truck of claim 1 wherein one of said friction dampers is biased laterally outboard.

10. The rail road car truck of claim 1 wherein said friction dampers are laterally biased in opposite directions.

11. The rail road car truck of claim 1 wherein said first friction damper is biased laterally inboard and said second friction damper is biased laterally outboard.

12. The rail road car truck of claim 1 wherein said first and second friction dampers are members of a damper group, and said damper group includes dampers mounted in a four-cornered arrangement at said first end of said truck bolster.

13. The rail road car truck of claim 1 wherein one of said friction dampers has a non-metallic friction surface.

14. A rail road car truck comprising:

first and second spaced apart sideframes, and a transversely oriented truck bolster extending between said sideframes;

said sideframes being free of unsprung lateral connection interconnecting the sideframes;

wherein, the lateral connection of which said side frame are being free is chosen from the set consisting of a transom, cross brace members, and lateral extending rods;

wheelsets upon which said sideframes seat;

said wheelsets having bearing adapters;

said sideframes having mounting fittings to seat on said bearing adapters;

said sideframe mounting fittings and said bearing adapters meeting at respective pairs of co-operating surfaces in rolling contact to permit lateral swinging of the sideframe, one of said surfaces having a radius of curvature of less than 25 inches, the other surface having a radius of curvature in the range of ¼

to ¾

as large;

said sideframes being operable to rock such that when a lower region of said first sideframe swings laterally outboard, an upper region of said first sideframe rocks laterally inboard;

said truck bolster having a first end resiliently connected to said first side frame and a second end resiliently connected to said second side frame;

a first biasing member and a second biasing member and corresponding first and second friction dampers mounted to act between said first end of said truck bolster and said first sideframe, said first friction damper being mounted in a laterally inboard position relative to said second friction damper;

said first and second friction dampers being oriented to provide a squaring restorative moment couple to the bolster relative to the first side frame when said bolster is deflected about a vertical axis relative to said first side frame.

15. The autorack rail road car of claim 14 wherein said first and second biasing members are mounted to act to one longitudinal side of said bolster, and said truck has third and fourth biasing members oriented to act to the other longitudinal side of said bolster.

16. The rail road car truck of claim 14 wherein said first and second biasing members are parts of a group of biasing members arranged in a four-cornered arrangement.

17. The rail road ear truck of claim 14 wherein said sideframes have sideframe columns and said biasing members are mounted to work between said bolster and said sideframe columns.

18. The rail road car truck of claim 14 wherein said biasing members urge said friction dampers into a sliding friction engagement condition.

19. The rail road car truck of claim 18 wherein one of said friction dampers is biased laterally inboard.

20. The rail road car truck of claim 18 wherein one of said friction dampers is biased laterally outboard.

21. The rail road car truck of claim 18 wherein one of said friction dampers is biased laterally inboard, and another of said friction dampers is biased laterally outboard.

22. The rail road car truck of claim 18 wherein said friction dampers include a first friction damper driven by said first biasing member, and a second friction damper driven by said second biasing member, and said first friction damper is biased laterally inboard and said second friction damper is biased laterally outboard.

23. The rail road car truck of claim 18 wherein said dampers are members of a damper group, and said damper group includes dampers mounted in a four-cornered arrangement at said first end of said truck bolster.

24. The rail road car truck of claim 18 wherein one of said friction dampers has a non-metallic friction surface.

25. A rail road car truck comprising:

first and second spaced apart sideframes, and a transversely oriented truck bolster extending between said sideframes;

said sideframes being free of unsprung lateral connection interconnecting the sideframes;

wherein, the lateral connection of which said side frame are being free is chosen from the set consisting of a transom, cross brace members, and lateral extending rods;

wheelsets upon which said sideframes seat;

said wheelsets having bearing adapters;

said sideframes having mounting fittings to seat on said bearing adapters;

said sideframe fittings and said bearing adapters meeting at respective pairs of co-operating surfaces in rolling contact to permit lateral swinging of the sideframe, one of said surfaces having a first radius of curvature of less than 25 inches, the other surface having a second radius of curvature in the range of ¼

to ¾

as large as said first radius of curvature;

said sideframes being operable to rock such that when a lower region of said first sideframe swings laterally outboard, an upper region of said first sideframe rocks laterally inboard;

said truck bolster having a first end resiliently connected to said first side frame and a second end resiliently connected to said second side frame;

a first friction damper and a second friction damper independently biased to act between said first end of said truck bolster and said first sideframe, said first friction damper being mounted in a laterally inboard position relative to said second friction damper;

said first and second friction dampers also being biased laterally.

26. The rail road car truck of claim 25 wherein one of said friction dampers is biased laterally inboard.

27. The rail road car truck of claim 25 wherein one of said friction dampers is biased laterally outboard.

28. The rail road car truck of claim 25 wherein said friction dampers are laterally biased in opposite directions.

29. The rail road car truck of claim 25 wherein said first friction damper is biased laterally inboard and said second friction damper is biased laterally outboard.

30. The rail road car truck of claim 25 wherein said first and second friction dampers are members of a damper group, and said damper group includes dampers mounted in a four-cornered arrangement at said first end of said truck bolster.

31. The rail road car truck of claim 25 wherein each of said friction dampers has a friction surface for sliding engagement with an opposed wear surface, and said friction surface includes a non-metallic pad.