Self-steering railway truck

BACKGROUND OF THE INVENTION
The present invention relates generally to railway vehicles, and, more specifically, to self-steering trucks therein.
In a railway vehicle such as a locomotive, the vehicle body is mounted on a frame which in turn is mounted on a pair of longitudinally spaced apart multi-axle trucks having wheels which ride atop the rails of a train track. The two trucks are typically identical, with each truck having typically two or three axles and a pair of wheels on opposite ends thereof. Disposed outboard of the wheels on the ends of the axles are conventional self-contained bearings in housings which are typically supported in corresponding journal or bearing boxes suspended from the frame by suitable compression coil springs.
In an exemplary three axle diesel-electric locomotive, each axle further includes an integral electrical motor combination, or simply motor combo, for directly powering the wheels. The motor combos drive the wheels for propelling the locomotive either in forward or reverse directions utilizing inherent traction friction between the wheels and the rails. The locomotive, in turn, pulls or pushes a train of railway cars joined thereto. The trucks also include conventional brakes for stopping the locomotive again using the inherent traction friction between the wheels and the rails. Accordingly, traction loads must be carried between the axles and the frame during forward and reverse driving and braking operation. This is conventionally accomplished by suitably suspending the axles to the frame.
However, the axle suspensions must also accommodate vertical motion of the frame relative to the axles as well as limiting longitudinal and lateral translation movements therebetween and yaw rotation of the axles relative to the frame. By restricting the free motion of the axles relative to the frame, improved hunting stability is obtained. Hunting is a conventional term which refers to the uncontrolled lateral and yaw motion of the axles and the truck frame. Hunting often results in lower ride quality, with excess hunting even causing derailment of the locomotive.
Another consideration in locomotive design is the ability of the axles to negotiate curves during operation. In a multi-axle truck, the leading axle negotiates a turn before the trailing axle which creates substantial lateral loading between the axles and the frame and affects efficient operation and longevity of the trucks. In order to accommodate typical problems associated with negotiating rail curves, self steering trucks have been developed. Steering is accomplished by suitably interconnecting the leading and trailing axles so that the axles yaw in opposite directions to each other upon negotiating curves. However, typical train trucks have limited space available for introducing effective self-steering linkage, and conventional self-steering linkages have various degrees of complexity and efficiency in negotiating curves. Furthermore, by allowing the axles to yaw during operation for self-steering, the truck suspension must also allow increased lateral and longitudinal clearances between the axles and the truck frame for allowing a sufficient amount of yaw motion of the axles during curve negotiation. Since the axles are therefore able to move more freely, they are also more prone to undesirable hunting.
Axle suspension design is therefore complex since the axles must be vertically suspended from the frame for accommodating vertical loads; the axles must be longitudinally constrained for carrying the forward and reverse traction loads to the frame; the axles must be also mounted for allowing self-steering yaw motion thereof in opposite angular directions between leading and trailing axles; and, the axles must be laterally constrained. Axle suspension is made even more complex in a three-axle truck since the leading and trailing end axles must be interconnected angularly for self-steering, and the middle axle is independent therefrom and is interposed longitudinally therebetween. Conventional self-steering trucks therefore include a substantial number of pivoting joints which are typically made using conventional bearings or friction joints which are susceptible to wear and fretting problems.
Yet another significant problem in self-steering trucks is the requirement for effecting proper initial alignment between the various axles thereof in order to obtain effective performance during operation. Each axle and corresponding motor combo is a substantially heavy sub-assembly which is typically preassembled into its journal boxes and then assembled together to the truck frame with the corresponding compression springs therebetween. Alignment of the several axles is difficult to accomplish in view of the substantial weight of the sub-assembly which must be manually moved in relatively close proximity to adjacent components of the truck.
Accordingly, it is desirable to effect an improved self-steering multi-axle truck which more effectively utilizes available space for the various components thereof including the self-steering linkage with a reduced number of components thereof and with relatively few joints. Improved self-steering efficiency is also desired along with ease of initial alignment of the axles interconnected by the self-steering linkage.
SUMMARY OF THE INVENTION
A railway truck includes a frame having a pair of side frames and laterally extending transoms therebetween. A plurality of journal boxes are resiliently suspended from the side frames and support a pair of longitudinally spaced apart end axles extending laterally between the side frames. A pair of longitudinally spaced apart bellcranks are rotatably joined to each of the side frames between the end axles, with each bellcrank having a vertical crankshaft and a crank arm extending outwardly therefrom. A pair of traction links extend longitudinally along each of the side frames, with each link being pivotally joined between respective ones of the journal boxes and the crank arms for carrying tension and compression loads therebetween. A pair of adjoining reaction arms extend longitudinally along each of the side frames, with each reaction arm having a proximal end fixedly joined to a respective one of the crankshafts, and distal ends thereof adjoining each other. The reaction arm distal ends are joined together for carrying lateral reaction loads therebetween upon rotation of the crankshafts while permitting differential longitudinal and pivotal movement between the adjoining distal ends. Traction loads are carried in turn through the end axles, journal boxes, traction links, and bellcranks to the side frames. The end axles are self-steering in a yaw direction so that yaw of the first end axle corotates together corresponding ones of the bellcranks on opposite sides of the frame which in turn corotates together the reaction arms joined thereto which cantilever to counterrotate together the adjoining reaction arms to counterrotate the bellcranks joined thereto to counter-yaw the second end axle.

BRIEF DESCRIPTION OF THE DRAWINGS
The invention, in accordance with preferred and exemplary embodiments, together with further objects and advantages thereof, is more particularly described in the following detailed description taken in conjunction with the accompanying drawings in which:
FIG. 1 is an isometric schematic view of an exemplary three-axle locomotive truck in accordance with one embodiment of the present invention including for example a self-steering linkage assembly mounted in the frame thereof.
FIG. 2 is an isometric view of first and second end axles and the self-steering linkage assembly illustrated in FIG. 1 being removed from the frame thereof for clarity.
FIG. 3 is an isometric view of the self-steering linkage assembly illustrated in FIG. 2 removed from the two end axles therein, and including traction links, bellcranks, traction caps, and reaction arms operatively joined together.
FIG. 4 is a fragmentary isometric view of a portion of an exemplary bellcrank, traction link, traction cap, and reaction arm of one of the assemblies thereof illustrated in FIG. 3 and viewed outboard in FIG. 3 generally along line 4--4.
FIG. 5 is a fragmentary isometric view of the exemplary bellcrank, traction link, traction cap, and reaction arm of one of the assemblies thereof illustrated in FIG. 3 and viewed inboard in FIG. 3 generally along line 5--5.
FIG. 6 is an upwardly facing view of the exemplary traction link, bellcrank, and reaction arm, without the traction cap, illustrated in FIG. 3 generally along line 6--6 installed in the corresponding side frame of the truck frame illustrated in FIG. 1.
FIG. 7 is a schematic plan view of the truck frame illustrated in FIG. 1 showing the three axles and cooperating self-steering linkage in a nominal straight traveling configuration in solid line, and in dashed line negotiating a curve.
FIG. 8 is a partly sectional, elevational view through the exemplary bellcrank and traction cap illustrated in FIG. 5 taken along line 8--8 as installed in the side frame illustrated in FIG. 1 also taken along line 8--8.
FIG. 9 is an isometric inboard view of a portion of adjoining reaction arms illustrated in FIG. 3 and taken along line 9--9.
FIG. 10 is an isometric of the adjoining reaction arms illustrated in FIG. 9 taken outboard along line 10--10.
FIG. 11 is an isometric exploded view of one of the reaction arms illustrated in FIG. 10 including an elastomeric wing plate clamped to a distal end thereof.
FIG. 12 is an upwardly facing isometric view of the truck illustrated in FIG. 1 from below showing the self-steering linkage assembled therein.
FIG. 13 is an isometric isolated view of an exemplary one of the end traction links for joining the end axles and frame of the truck illustrated in FIGS. 1 and 2 for example.
FIG. 14 is an isometric isolated view of another embodiment of a middle traction link for joining a middle axle to the truck frame as illustrated in FIGS. 2 and 12 for example.
FIG. 15 is an isometric exploded view of an exemplary one of the truck axles mounted in a respective journal box which in turn is suspended from the truck side frame.
FIG. 16 is an isometric upward facing view of a main housing of the journal box illustrated in FIG. 15 showing in exploded view mounting of an axle bearing therein.
FIG. 17 is an isometric, upwardly facing, partly exploded view of the journal box illustrated in FIG. 15 suspended from the truck side frame.
FIG. 18 is an isometric view of an exemplary middle journal box for mounting the middle axle of the truck illustrated in FIG. 12 to a corresponding side frame thereof.
FIG. 19 is an upward facing view of an end of one of the side frames of the truck illustrated in FIG. 1 showing upper springs seats for supporting the journal box illustrated in FIG. 17.
FIG. 20 is an isometric isolated view of one embodiment of the yaw stiffener illustrated in FIG. 8.
FIG. 21 is an exploded view of the yaw stiffener illustrated in FIGS. 8 and 20 shown being assembled in one of the side frames for receiving a respective bellcrank.
FIG. 22 is an isometric view of an interaxle linkage laterally interconnecting adjacent axles of the truck illustrated in FIG. 12 in accordance with one embodiment of the present invention.
FIG. 23 is an exploded isometric view of the exemplary interaxle linkage illustrated in FIG. 2.
FIG. 24 is a partly sectional elevational view of the interaxle linkage illustrated in FIG. 22 and taken along the multi-cut line 24--24.
FIG. 25 is a generally plan view looking upwardly at the isolated truck frame in accordance with an exemplary embodiment of the present invention.
FIG. 26 is a partly sectional, isometric view of a portion of one of the side frames and transoms illustrated in FIG. 25 and taken generally along line 26--26.
FIG. 27 is an elevational sectional view of prior art casting components for conventionally casting a box section railway truck frame.
FIG. 28 is an elevational sectional view of casting components for casting the truck frame illustrated in FIGS. 25 and 26 with various C-sections therein in accordance with one embodiment of the present invention.
FIG. 29 is a flow chart representation of an exemplary process for assembling the truck illustrated in FIGS. 1 and 12.
FIG. 30 is a plan view of the truck frame illustrated in FIG. 25 having installed the therein the journal boxes, steering linkage, and dummy axles used for aligning and tramming the axles in the frame.
FIG. 31 is a schematic representation of the dummy axles disposed in the truck frame illustrated in FIG. 30 for effecting alignment and tramming thereof.

DESCRIPTION OF THE PREFERRED EMBODIMENT(S)
Illustrated schematically in FIG. 1 is an exemplary railway truck 10 in accordance with an exemplary embodiment of the present invention. The truck 10 is one of two trucks which are configured for conventionally supporting a locomotive body (not shown) for powering a train of railway cars (also not shown). The truck 10 rides a pair of conventional rails 12 of a train track which includes various portions which are either straight or curved.
The trucks 10 are identical to each other and are typically mounted to the locomotive body in opposite orientations, with the following description of an exemplary truck 10 also applying to the other truck as well. The truck 10 includes a truck frame 14 having a longitudinal centerline axis CL. The frame 14 includes a pair of first and second laterally spaced apart and generally parallel side frames 14a and 14b, and three longitudinally spaced apart transoms 14c, 14d and 14e extending laterally between and integrally joined to the side frames 14a,b. The entire frame 14 is preferably made as a single casting, with the first transom 14c being joined to longitudinal ends of the side frames for closing the truck frame 14 at one end, the second transom 14d being spaced longitudinally inwardly from the opposite ends of the side frame for leaving open the opposite ends of the frame 14, and the third or middle transom 14e being spaced between the first and second transoms 14c,d in a substantially conventional configuration. However, the truck frame 14 itself preferably includes open C-sections as opposed to conventional closed box sections in accordance with another feature of the present invention as described later hereinbelow.
As indicated above, the truck 10 is one of two identical trucks which support the locomotive body, with the locomotive being used for driving a train of railway cars attached thereto. The considerable loads for driving the railway cars is conventionally carried through the truck frame 14 at a suitable trunnion 14f disposed in the center of the second transom 14d. A plurality of identical journal boxes 16 are resiliently suspended from the side frames 14a,b to in turn support a plurality of longitudinally spaced apart identical axles designated by the prefix 18 extending laterally between the side frames and having opposite ends rotatably mounted in respective ones of the journal boxes 16. In the exemplary embodiment illustrated in FIG. 1, the truck 10 is a three-axle truck with the three axles being identical to each other except for placement in the frame 14. The axles are therefore identified generally by the reference numeral 18 and specifically with a corresponding uppercase suffix, with first and second end axles 18A and 18B being disposed at longitudinally opposite ends of the frame 14 adjacent to the respective first and second transoms 14c and 14d, and the third or middle axle 18C being disposed longitudinally therebetween and adjacent to the third or middle transom 14e in a conventional configuration. However, the axles 18 are removably joined to the respective journal boxes 16 in accordance with another feature of the present invention also described in further detail later hereinbelow.
The axles 18 themselves are conventional, with each including an axle bearing assembly, or simply bearing 18a at both opposite ends of the axle which are captured in respective ones of the journal boxes 16. The axle bearing 18a is also conventional and typically includes a pair of tapered roller bearings for accommodating both radial and axial thrust loads, and which are mounted in a suitable annular bearing housing. Although modern trains typically use roller bearings instead of plain journal bearings, the bearing boxes which suspend the axles to the frame are typically still referred to as journal boxes.
Disposed immediately inboard of the end axle bearings 18a are respective wheels 18b which are also conventional for supporting the frame 14 on the rails 12. In the preferred embodiment illustrated in FIG. 1, the locomotive is a diesel-electric locomotive which conventionally provides power to conventional electrical motor 18c which are conventionally joined to respective ones of the axles 18 in a combination therewith typically called a motor combo. By suitably powering the motor combos 18c, the respective three axles 18 and wheels 18b thereon are powered for diving the truck 10 in either of two opposite longitudinal directions represented for example by a forward direction F and a reverse direction R relative to the centerline axis CL. The forward and reverse directions are relative and may be interchanged with each other if desired.
SELF-STEERING TRUCK LINKAGE
In accordance with one feature of the present invention, it is desired to provide self-steering of the end axles 18A,B to improve the ability of the truck 10 to negotiate curves with improved or relatively high hunting speed. As FIG. 1 clearly indicates, the truck 10 includes various components arranged closely together in a compact arrangement to provide relatively little space for self-steering linkage. Accordingly, an improved self-steering linkage assembly is provided having relatively few components and arranged in a relatively compact manner for providing effective self-steering between the end axles. The self-steering linkage includes various components which provide effective kinematic movements so that the end axles 18A,B yaw in opposite directions relative to each other when negotiating left or right curves on the rails 12. And, lateral translation between the several axles 18 is also preferably limited for also controlling the hunting speed. As shown in FIG. 1, the three axles 18 are disposed coplanar in a horizontal plane with lateral motion being designated by the double headed straight arrow L which represents side-to-side motion perpendicular to the frame centerline axis CL and the rails 12 in the horizontal plane, with yaw rotation being designated by the double headed curved arrow Y also in the same horizontal plane.
Furthermore, the self-steering linkage must also be effective for carrying the substantial traction loads between the wheels 18b and the truck frame 14 in an efficient manner without compromising the self-steering ability between the end axles 18A,B. The traction loads are created by powering the motors 18c to drive the axles 18 and wheels joined thereto in either the forward or reverse directions, with additional traction loads also being created in either direction upon application of conventional brakes found in the truck 10.
The self-steering linkage in accordance with one embodiment of the present invention is illustrated in various levels of assembly in FIGS. 1-3. The middle axle 18C illustrated in FIG. 1 is not subject to self-steering, but makes it more difficult to provide self-steering in the truck 10. Although self-steering is being described with respect to a three-axle truck 10, it may also be applied to a simpler two-axle truck since only the end axles undergo self-steering and effect counter-yaw relative to each other when negotiating curves.
Referring firstly to FIGS. 2 and 3, the self-steering linkage includes a pair of longitudinally spaced apart bellcranks which are basically identical to each other except for placement and orientation and are therefore referred to generally with the reference prefix numeral 20, followed by an uppercase suffix to identify individually located ones of the bellcranks 20. A first pair of first and second bellcranks 20A and 20B are rotatably joined to the first side frame 14a (as shown in FIG. 1) longitudinally between the end axles 18A,B and described in more detail hereinbelow. A second pair of third and fourth bellcranks 20C and 20D are rotatably joined to the second side frame 14b (as shown in FIG. 1) longitudinally between the end axles 18A,B and also described in more detail hereinbelow. Since each of the bellcranks 20 are substantially identical the various components thereof are identified using the same lowercase reference numeral suffix. FIGS. 4 and 5 illustrate in more particularity an exemplary one of the bellcranks 20, i.e. the third bellcrank 20C, with each bellcrank 20 having a vertically extending cylindrical main shaft or crankshaft 20a, and a traction crank arm 20b extending radially outwardly therefrom adjacent to a bottom end thereof.
Referring again to FIGS. 2 and 3, respective pairs of traction links designated generally by the prefix 22 extend longitudinally along each of the side frames 14a,b (see FIG. 1) for carrying the substantial tension and compression traction loads between the journal boxes 16 and the truck frame 14. Individual end traction links 22A-D are pivotally joined between respective ones of the end journal boxes 16 and the crank arms 20b for carrying tension and compression loads therebetween. As shown in FIG. 2, first, second, third, and fourth end traction links 22A, 22B, 22C, and 22D are respectively joined to the first, second, third, and fourth bellcranks 20A,B,C,D at the respective crank arms 20b thereof and to corresponding ones of the end journal boxes 16. The four end links 22A-D are preferably identical to each other.
Respective pairs of adjoining reaction arms designated generally by the prefix 24 extend longitudinally along each of the side frames 14a,b (see FIG. 1), with each reaction arm 24 being fixedly joined at one end to a respective one of the bellcranks 20, and overlapping each other in pairs at opposite ends thereof. As shown in FIGS. 2 and 3, first, second, third, and fourth reaction arm 24A, 24B, 24C, and 24D are suitably fixedly joined to respective ones of the first, second, third and fourth bellcranks 20A-D at respective crankshafts 20a thereof.
As shown in FIG. 3 for example, each of the reaction arms 24 has longitudinally opposite proximal and distal ends 24a and 24b, with each proximal end 24a being suitably fixedly joined to a respective one of the crankshafts 20a, and the distal ends 24b adjoining each other in longitudinal overlap. The adjoining distal ends 24b of respective pairs of the reaction arms 24 are operatively joined together as described in more detail hereinbelow for carrying lateral reaction loads independently between each of the reaction arms pairs 24A,B and 24C,D at each side frame 14a,b upon rotation of the crankshafts 20a while permitting differential longitudinal and pivotal movement between the adjoining distal ends 24b.
FIG. 6 illustrates an exemplary one of the bellcranks 20 mounted inside its respective side frame 14b from below, with the corresponding third traction link 22C extending longitudinally therein to its respective journal box 16, and the corresponding third reaction arm 24C extending longitudinally in an opposite direction to adjoin the fourth reaction arm 24D. All four bellcranks, traction links, and reaction arms are similarly mounted in corresponding portions of the respective side frames 14a,b.
FIG. 7 illustrates schematically all four linkage subassemblies of corresponding bellcranks, traction links, and reaction arms mounted in the respective side frames 14a,b relative to the three axles 18A-C. FIG. 7 schematically represents operation of the self-steering linkage under straight forward and reverse traction loads designated Tf and Tr during drive or braking as shown in solid line, and during negotiation of a left curve for example, in dashed line, showing exaggerated relative displacements of the components. The forward and reverse traction loads are carried in turn through the end axles 18A,B, journal boxes 16 (not shown), traction links 22A-D, and the bellcranks 20A-D to respective side frames 14a,b. The bellcranks 20, traction links 22, and reaction arms 24 are symmetrically laterally disposed relative to the frame centerline axis CL, and symmetrically longitudinally disposed relative to the middle axis 18C.
The forward and reverse traction loads developed by the end axles 18A,B are carried directly into the side frames 14a,b through the respective bellcranks 20 joined thereto, with rotation of the bellcranks 20 being opposed or reacted by the cooperating adjoining reaction arms 24A,B and 24C,D. The forward traction force Tf at the first end axle 18A effects corresponding inboard directed reaction force Rf at the corresponding first and third reaction arms 24A,C joined thereto. The forward traction force Tf at the second end axle 18B effects outboard directed reaction force Rf on the corresponding second and fourth reaction arms 24B,D which opposes the inboard reaction forces from the adjoining first and third reaction arms 24A,C.
Under reverse traction loads Tr, corresponding oppositely directed reverse reaction loads Rr are effected at the adjoining pairs of reaction arms 24A,B and 24C,D. Accordingly, in one traction direction, e.g., forward traction Tf, the respective pairs of reaction arms are driven in opposite inboard and outboard directions toward each other, and in the opposite traction direction, e.g. the reverse traction force Tr, the adjoining reaction arms are similarly driven in opposite directions tending to separate apart the adjoining reaction arms. This symmetrical arrangement of the self-steering linkage ensures that the end axles 18A,B track straight relative to the frame centerline axis CL without yaw Y or lateral movement L. It also ensures that symmetric curving, i.e., same behavior in right-hand and left-hand curves, is obtained.
However, self-steering of the end axles 18A,B is efficiently effected as the truck negotiates either left or right curves, with the negotiating of a left curve being illustrated in dashed line in FIG. 7. As the first end axle 18A enters the left curve effected by the rails 12 shown in FIG. 1, the first axle 18A is permitted to undergo limited self-steering in the yaw direction Y, which is counterclockwise (CCW) in the example illustrated in FIG. 7. This yaw of the first axle 18A causes the corresponding ones of the bellcranks 20A,C on opposite sides of the frame to corotate together, e.g. clockwise (CW), which in turn corotates together the corresponding first and third reaction arms 24A,C joined thereto which cantilever to counterrotate together the adjoining second and fourth reaction arms 24B,D to counterrotate together the corresponding second and fourth bellcranks 20B,D joined thereto to counter-yaw the opposite second axle 18B in the clockwise direction.
Whereas the traction links 22 operate in simple tension and compression, the reaction arms 24 operate in simple lateral bending without significant longitudinal net tension or compression loading therein. The reaction arms 24 simply cantilever or rotate to pivot the respective bellcranks 20 for obtaining counter-yaw between the first and second axles 18A,B. In the left curve operation illustrated in dashed line in FIG. 7, both pairs of reaction arms 24 move to the left, with the first and second reaction arms 24A,B moving outboard, and the third and fourth reaction arms 24C,D moving inboard. For a right curve not illustrated in FIG. 7, the opposite movement occurs for yawing the first axle 18A in a clockwise direction, and counter-yawing the second axle 18B in the counterclockwise direction.
The non-symmetrical rotational movement of the adjoining reaction arm pairs shown in dashed line in FIG. 7 during self-steering illustrates the multi-functional joint required between the distal ends thereof. Since each reaction arm 24 must rotate during self-steering operation, both differential longitudinal and pivotal movement between the adjoining distal ends is required. And, the joint must also effectively carry the required lateral reaction forces Rf and Rr between the adjoining reaction arm distal ends which are laterally driven together or apart as described in more detail later hereinbelow.
However, specific details of the various components of the self-steering linkage will be addressed first. A significant function of the truck axle suspension is to carry the substantial traction loads from the axles 18 to the frame 14 shown in FIG. 1 for driving and braking the locomotive and train. Accordingly, the traction links 22 are suitably sized to carry respective portions of the traction loads therethrough in either tension or compression, which traction loads must be effectively transferred to the truck frame 14. This is accomplished by using the four bellcranks 20A-D suitably rotatably mounted in the respective side frames 14a,b. Since the several bellcranks 20 are identically mounted to the truck frame 14, FIGS. 3-6 and 8 are used for example for illustrating the preferred assembly thereof in accordance with one embodiment of the present invention.
As illustrated initially in FIG. 8, each of the crankshafts 20a is vertically disposed an has top and bottom ends, with conventional top and bottom spherical bearings 26a and 26b being suitably mounted thereto for supporting the crankshaft 20a to the side frames 14a,b of the truck frame. The bearings 26 are fixedly joined to the side frames 14a,b for carrying the respective portions of the traction loads thereto while allowing rotation of the crankshaft 20a for effecting self-steering. In the preferred embodiment illustrated in FIGS. 3-6 and 8, the crank arms 20 are preferably disposed near the bottom of the respective crankshafts 20a, and a removable support frame or traction cap 28 is provided for each of the bellcranks 20 for removably joining the individual bellcranks 20 to the side frames 14a,b and for carrying the substantial portion of the traction loads from the respective traction links 22 into the side frames 14a,b.
The traction caps 28 are preferably identical to each other except as noted below, with each including a bore 28a as illustrated in FIG. 8 for removably mounting the bottom end of the crankshaft 20a and the corresponding bottom bearing 26b. The bottom bearing 26b may be suitably press fit into the bore 28a, with the bottom bearing 26b being installed over the bottom end of the crankshaft 20a in a suitably close sliding fit during assembly. The traction cap 28 is shown installed on the respective crankshafts 20a in FIGS. 3-5 and 8, and removed from the crankshaft 20a as illustrated in FIG. 6 for clarity of presentation, but illustrated in dashed line in its installed position. The traction cap 28 is suitably configured to support the bottom end of the crankshaft 20a in the confined space available in the side frames 14a,b. Each traction cap 28 further includes a plurality of lugs 28b one of which is illustrated in FIG. 5 as having machined surfaces in the form of an L-shaped recess which mates with a plurality of complementary frame lugs 14g formed integrally in the respective side frames 14a,b as shown in FIG. 6. In the exemplary embodiment of the traction cap 28, there are three cap lugs 28b spaced apart in a generally triangular configuration for mating with three complementary frame lugs 14g as illustrated in FIG. 6, with abutting contact between the mating lugs 28b and 14g being effective for carrying the substantial traction loads into the side frames 14a,b. Each of the lugs 28b and 14g has corresponding apertures therethrough which receive suitable fasteners or bolts for removably joining the traction caps 28 to the side frames 14a,b. The cap lugs 28b therefore carry the traction loads to the side frames 14a,b, with the traction cap mounting bolts being used solely for that purpose and do not carry the traction loads.
As shown in FIGS. 4 and 5, each of the traction caps 28 further includes a generally vertically U-shaped cavity 28c which receives the respective crank arm 20b above the bottom bearings 26b. The cap cavities 28c are preferably sized for allowing limited rotation of the crank arms 20b during operation, with the traction loads being carried through the body of the traction caps 28 themselves. If desired, the cap cavities 28c may be suitably sized for limiting rotational movement of the crank arms 20b within predetermined limits upon abutting contact with adjacent sides of the cavity 28c. However, the steering linkage movements are preferably limited by limiting travel of the journal boxes as described later hereinbelow.
Referring to FIG. 8, the top of the crankshaft 20a may be directly joined to the side frames 14a,b using the corresponding top bearing 26a suitably press fit therein. However, in the preferred embodiment illustrated in FIG. 8, a resilient yaw stiffener 30 is joined between the side frame 14a,b and the respective top ends of all of the crankshafts 20a for mounting the top bearing 26a and for providing suitable countertorque against rotation of the crankshafts 20a during operation for improving hunting speed. The yaw stiffener 30 is described in further detail later hereinbelow.
As shown in FIGS. 5, 6, and 8, each of the reaction arm proximal ends 24a is preferably removably joined to the corresponding crankshaft 20a at a suitable rabbet joint for suitably carrying reaction loads therebetween, while allowing assembly and disassembly thereof. As show in FIGS. 6 and 8, the bellcranks 20 are preferably disposed inside the side frames 14a,b, with a suitable lateral opening being formed in the side frames through which extends the reaction arm proximal end 24a for being joined to the crankshaft 20a. During the assembly process, each crankshaft 20a without its mating reaction arm 24 may be inserted into its mounting cavity in the side frames 14a,b, followed in turn by assembling the individual reaction arms 24 to the crankshafts 20a through the side openings. As shown In FIG. 8, the reaction arms are joined to the crankshafts 20a by a pair of suitable through-bolts extending therethrough. The individual bellcranks 20 are therefore preferably disposed in most part inside the side frames 14a,b, with the reaction arms 24 being disposed in most part outside the side frames 14a,b. Upon installation of the traction caps 28 over the bottom ends of the crankshafts 20a as shown in dashed line in FIG. 6, the bellcranks 20 are substantially enclosed within the side frames 14a,b in an efficient and compact arrangement. Similarly, the traction links 22 are also disposed in most part inside the side frames 14a,b as shown in FIGS. 1 and 6 for example.
As indicated above with respect to FIG. 3 for example, suitable means must be provided for operatively joining together first and second the adjoining pairs of reaction arms 24A,B and 24C,D for accommodating differential movement therebetween during operation and for effectively carrying the lateral reaction forces Rf and Rr. The reaction arms are illustrated in more particularity in FIGS. 9-11 wherein the first and second adjoining reaction arms 24A,B are illustrated for example, with the third and fourth traction arms 24C,D being configured identically. As indicated above with respect to FIG. 7, and now referring to FIG. 9, the adjoining distal ends 24b of the reaction arms 24 must effectively carry the lateral reaction forces Rf and Rr therebetween which tend to bring together or separate the distal ends during operation. And, as the reaction arms 24 rotate inboard or outboard together during self-steering operation, the respective distal end 24b thereof must accommodate differential longitudinal movement therebetween Dl and differential pivotal movement therebetween Dp.
Accordingly, suitable joining means 32 as illustrated in FIGS. 9-11 are provided for suitably joining the adjoining distal ends 24b of the reaction arms 24 for accomplishing these many objectives. The joining means 32 in an exemplary embodiment includes a generally U-shape fork 32a formed integrally with the distal end 24b of one reaction arm and a generally U-shaped housing or bracket 32b formed integrally with the distal end 24b of the adjoining reaction arm 24. The open end of the fork 32a faces longitudinally for receiving the bracket 32b therein, with the open end of the bracket 32b extending laterally inboard for example. A metal wing plate 32c as shown in FIGS. 10 and 11 has an enlarged center hub with a bore therethrough for receiving a vertically extending reaction pin 32d which extends through corresponding mounting holes in the ends of the two legs forming the fork 32a for fixedly mounting the wing plate 32c to the fork 32a while allowing the wing plate 32c to rotate relative to the fork 32a at the distal end 24b of the reaction arm.
A plurality of elastomeric shear pads 32e are suitably fixedly joined to opposite lateral sides of the wing plate 32c as shown assembled in FIG. 10 and exploded in FIG. 11. A generally U-shaped clamping plate 32f is suitably fixedly joined to the bracket 32b by a plurality of fastener bolts for example for clamping and compressing the shear pads 32e and wing plate 32c therebetween against the housing 32b of the adjoining reaction arm distal end 24b for allowing the wing plate 32c to translate relative to the bracket 32b upon shearing of the pads 32e in the longitudinal direction generally parallel with the frame centerline axis.
As shown in FIG. 10 for example, since the reaction pin 32d is fixedly mounted to the fork 32a its longitudinal movement is constrained therewith while allowing differential pivotal movement Dp. The clamping plate 32f clamps the wing plate 32c against the bracket 32b in a sandwich arrangement by compressing the shear pads 32e on opposite sides thereof. Differential longitudinal movement Dl between the fork 32a and the bracket 32b is provided within a suitable useful range by shearing of the elastomeric pads 32e upon relative longitudinal movement between the wing plate 32c and the bracket 32b. As the adjoining reaction arms 24A,B move inboard or outboard together, the corresponding differential pivotal movement Dp therebetween is accommodated by rotation of the wing plate 32c relative to the fork 32a, and the differential longitudinal movement Dl is accommodated by shearing movement of the shear pads 32e. In this way, the required differential movement between the distal ends 24b of the adjoining reaction arms 24A,B and 24C,D is effected for allowing self-steering operation of the linkage. Since the shear pads 32e are resiliently distorted during differential longitudinal movement between the distal ends of the reaction arms 24, an inherent resilient restoring force is created for improving the hunting speed of the truck.
Since the joining means 32 must suitably carry the lateral reaction loads Rf, Rr between the adjoining reaction arms, it is desirable that the shear pads 32e be substantially stiff in compression for minimizing differential lateral movement between the adjoining reaction arms for obtaining substantially equal but opposite yaw of the end axles 18A,B. In the preferred embodiment illustrated in FIGS. 10 and 11, each of the shear pads 32e comprises a plurality of alternating layers of metal and elastomer bonded together for increasing compressive stiffness thereof while permitting resilient shearing movements therebetween. The shear pads 32e may therefore be substantially stiff in compression for minimizing differential lateral movement between the fork 32a and bracket 32b for improving hunting speed, but are sufficiently resilient or flexible in shear for allowing the differential longitudinal and pivotal movements Dl, Dp required.
As shown in FIG. 11, the wing plate 32c may have a plurality of lateral through holes therein for engaging metallic knubs formed on the adjoining metallic layer of the shear pads 32e. The alternating metallic and elastomeric layers of the shear pads 32e are suitably fixedly bonded together, with the knubs ensuring effective transfer of the shear loads between the wing plate 32c and the shear pads 32e. The opposite faces of the shear pads 32e may also include similar knubs which engage cooperating holes in the bracket 32b and the clamping plate 32f for effectively transferring the shear loads from the pads 32e to the reaction arms.
In the preferred embodiment illustrated in FIGS. 10 and 11, the joining means 32 further include at least one or more shim plates 32g disposed in abutting contact with the shear pads 32e on one or both sides of the wing plates 32c as required for use in aligning the bore of the wing plate 32c with the reaction pin 32d joined to the fork 32a during assembly. As described in more detail later hereinbelow, the end axles 18A,B may be aligned during assembly by laterally moving the individual reaction arms 24. Upon axle alignment, the mounting holes for the reaction pin 32d in the fork 32a may not necessarily align with the center bore of the wing plate 32c when it is clamped into the bracket 32b. By providing the shim plates 32g on either or both sides of the wing plate 32c, the position of the center bore thereof may be laterally adjusted so that the reaction pin 32d may be readily aligned therewith to complete the assembly process. As shown in FIG. 11, the top, as well as the bottom, leg of the clamping plate 32f has a suitably large aperture through which the reaction pin 32d may extend with suitable lateral clearance for accommodating the preferred range of shim adjustments. The apertures in the legs also extend over a suitable longitudinal range for accommodating expected longitudinal differential movement Dl between the adjoining reaction arms. The shim plates 32g preferably include holes therein through which the knubs of the shear pads 32e may extend into the adjacent bracket 32b and clamping plate 32f.
Referring again to FIG. 7, the traction links 22 adjoining each of the end axles 18A,B on opposite sides of the truck frame 14 are preferably symmetrically oppositely inclined to each other relative to the frame centerline axis CL and are therefore non-parallel to each other in this horizontal plane to preferably couple lateral translation L of the end axles 18A,B to yaw rotation Y thereof. In an alternate embodiment, the traction links 22 may be disposed longitudinally parallel with the frame centerline axis CL which would uncouple lateral translation of the end axles from yaw rotation thereof. Coupling, however, is desired so that as the truck enters a curve, laterally inwardly directed forces relative to the radius of the curve initiate operation of the self-steering linkage to yaw the first axle 18A in one direction and effect counter-yaw of the second axle 18B for improving operation and hunting stability. In the preferred embodiment illustrated in FIG. 7, each of the traction links 22 is inclined at the same acute angle A relative to the frame centerline axis CL, and the corresponding crank arms 20b are disposed substantially perpendicularly to the respective traction links 22 joined thereto at an angle B of about 90.degree.. The inclination angle A is preferably about 6.degree. for providing effective coupling between lateral and yaw movement of the end axles, and may otherwise be in the range of about 0.degree.-45.degree..
Also in the preferred embodiment illustrated in FIG. 7, the crank arms 20b preferably extend inboard toward the frame centerline axis CL from respective ones of the crankshafts 20a, with the traction links 22 correspondingly being inclined inboard toward the respective distal ends of the crank arms 20b. In this configuration, the first and third bellcranks 20A,C adjacent to the first end axle 18A counterrotate against the yaw direction of the first end axle 18A, e.g., clockwise versus counterclockwise as illustrated in dashed line. And, the second and fourth bellcranks 20B,D adjacent to the second end axle 18B counterrotate against the counter-yaw direction of the second axle 18B, e.g. counterclockwise rotation versus clockwise rotation as shown in dashed line.
As shown in FIG. 2 for example, the four end traction links 22A-D are preferably substantially coplanar in the same horizontal plane with the centers of the first and second end axles 18A,B for obtaining effective kinematic and traction load carrying capability therebetween. The four reaction arms 24A-D are aligned generally longitudinally with the respective traction links 22 on each side of the truck frame 14 and rotate laterally in a common horizontal plane parallel with the plane of the traction links 22. Since the middle axle 18C as shown in FIG. 1 is also in the same plane as the end axles 18A,B, the reaction arms 24 are preferably curved upwardly to provide suitable clearance around the middle journal boxes 16 supporting the middle axle 18C. The reaction arms 24 also preferably hug relatively closely to the outboard sides of the respective side frames 14a,b for providing a compact arrangement therewith. And, since the bellcranks 20 and traction links 22 are preferably disposed in most part inside the side frames 14a,b, most of the self-steering linkage is substantially hidden in space not typically available in conventional truck frames.
The resulting compact arrangement of the self-steering linkage is illustrated in more particularity in FIG. 12 which shows the underside of the truck 10. In normal operation of the self-steering linkage, the respective components thereof on the opposite side frames 14a,b are not otherwise joined together except through the cooperating first and second end axles 18A,B. The traction loads are directly carried to the end traction links 22 to the individual bellcranks 20 joined to the respective side frames 14a,b, and self-steering operation is effected by the adjoining first and second reaction arms 24A,B on the first side frame 14a, and separately by the adjoining third and fourth reaction arms 24C,D on the second side frame 14b.
However, and referring again initially to FIG. 7, it is noted that the lateral reaction loads Rf, Rr between the adjoining reaction arms 24 are a function of the traction loads developed individually by the first and second end axles 18A,B whether during propulsion using the respective motors 18c or by using conventional brakes. If the first and second axles 18A,B develop the same traction loads, the reaction loads at the reaction arms 24 will be equal and opposite. If, in one example, the first end axle 18a is driven with more traction load than the opposite second end axle 18B, the resulting lateral reaction loads at the adjoining reaction arms will not be equal and opposite with each other thereby effecting a net, non-zero lateral reaction load. Depending upon the direction of the non-zero net lateral load developed either inboard or outboard directed, and depending upon whether the self-steering linkage is negotiating a left curve or a right curve, a small amount of either oversteer or understeer will occur between the opposing end axles 18A,B.
Accordingly, in order to reduce or eliminate under or oversteer of the self-steering linkage due to differential traction loads between the first and second axles 18A,B, balancing means 34, as shown for example in FIGS. 2, 3, and 12, are provided for balancing the lateral reaction loads on opposite sides of the frame 14 in the adjoining reaction arm pairs 24A,B and 24C,D upon differential traction loads between the end axles 18A,B. As shown in FIGS. 3 and 12, the load balancing means 34 preferably include a pair of identical balancing crank arms 34a suitably fixedly joined to the bottom ends of respective ones of the crankshafts 20a on laterally opposite sides of the truck frame 14. The crank arms 34a are illustrated in FIGS. 3 and 12 joined to the aft two bellcranks 20B,D, although they could alternatively be similarly joined to the forward two bellcrank 20A,C. In the preferred embodiment, the crank arms 34a are conventionally press fit onto suitable projections formed at the bottom ends of the respective crankshafts 20a parallel to each other and having distal ends extending longitudinally toward the first end axle 18A for example. A suitable cross rod or link 34b has opposite ends suitably pivotally joined to respective ones of the balancing crank arm 34a at the distal ends thereof for carrying tension and compression loads generated therein under differential traction loads effected in the first and second end axles 18A,B. The cross link 34b preferably extends laterally perpendicularly to the frame centerline axis CL below the side frames 14a,b and below the traction links 22 as shown in FIG. 12 for example. The cross link 34b may be otherwise located relative to the opposite bellcranks 20 wherever space permits. By interconnecting an opposite pair of the bellcranks, such as 20B,D, differential traction loads carried through the bellcranks are balanced through the connecting cross link 34b which reduces or prevents understeer and oversteer between the end axles 18A,B. If the differential traction load between the end axles 18A,B is zero, then the cross link 34b will similarly carry no tension or compressive load therethrough. The cross link 34b therefore has no effect on self-steering unless differential traction loads are developed between the end axles 18A,B. The four end traction links 22A-D used for joining the end axles 18A,B to the truck frame 14 are preferably identical to each other with an exemplary one thereof being illustrated in more particularity in FIG. 13 and referred to simply by its prefix 22. The traction link 22 is preferably in the form of an elongate beam having first and second bores 22a and 22b at opposite distal ends thereof which may be formed in a common casting and suitably machined for example. Each of the bores 22a,b preferably includes a laminated elastomeric bearing 36 which is suitably press fit and is fixedly mounted in each of the bores 22a,b.
As shown in FIG. 2 for example, each of the end traction links 22 is fixedly joined to corresponding end journal boxes 16 and crank arms 20b by respective fasteners or link pins 38 extending through the link bearings 36. As shown in FIGS. 4 and 5, the crank arms 20b are preferably in the form of a U-shaped fork between which is positioned one end of the traction link 22 so that the link pin 38 may be disposed vertically through corresponding holes in the distal end of the crank arm 20b and through the center hole of the bearing 36 for securely mounting the distal end of the traction link 22 to the crank arm 20b. The opposite end of the traction link 22 is similarly mounted to the journal box 16 with another one of the link pins 38 extending vertically therein. Although the bearing 36 could alternatively be in the form of a conventional spherical bearing, the elastomeric bearing 36 is preferred to eliminate wear and contamination problems associated therewith while still providing corresponding degrees of motion including rotation C of the link 22 around the centerline axis of the bearing 36 and the link pin 38 extending therethrough, as well as pivoting or tilting angular movement D of the links 22 askew from the centerline axis of the bearings 36 and the link pins 38 extending therethrough. And, the bearing 36 is preferably substantially stiff in radial compression relative to its centerline axis and the link pin 38 for carrying the traction loads without significant lateral deflection between the journal boxes 16 and the bellcranks 20.
In a preferred embodiment as illustrated in FIG. 13, each of the link bearings 36 comprises a plurality of alternating concentric layers of metal 36a and elastomer 36b suitably fixedly bonded together. The composition of the bearing 36 may take any suitable conventional form such as a high capacity laminate commercially available from Lord Mechanical Products, a division of Lord Corporation. In a preferred embodiment, each of the link bearings 36 is specifically configured in two diametrically split portions for allowing the bearings 36 to be press fit into the link bores 22a,b. The effective radial stiffness of the link bearings 36 may be on the order of 1.2 million pounds per inch, and therefore the bearings 36 could not be effectively installed into the bores 22a,b without being initially diametrically split in two portions for example.
The traction links 22 are illustrated in FIG. 2 installed between the respective end journal boxes 16 and bellcranks 20, with the bores 22a,b in this embodiment being coplanar and parallel with each other, with the vertical centerline axes of the bores 22a,b and the bearings 36 therein extending substantially vertically. In this configuration, lateral movement of the end axles 18A,B is permitted without restraint by the links 22 which are allowed to freely rotate about the respective end bearings 36 therein. Lateral restraint of the end axles 18A,B is otherwise provided by the journal boxes 16 as described in more detail later hereinbelow. The journal boxes 16 experience limited vertical travel during operation which is accommodated by the pivoting rotation D relative to the centerline axes of the link bearings 36 during operation. The links 22 and elastomeric link bearings 36 therein therefore allow effective lateral and vertical differential movement between the end journal boxes 16 and the vertically constrained crank arms 20b while effectively carrying the substantial traction loads through the links 22 in compression or tension depending upon the traction load direction.
As indicated above, the four traction links A-D are identical to each other and similarly installed in the self-steering linkage for carrying respective portions of the traction loads while allowing self-steering of the end axles 18A,D. Although the second or middle axle 18C as illustrated in FIG. 1 is not a component of the self-steering linkage assembly, it also is similarly mounted in corresponding middle journal boxes 16 to the side frames 14a,b and is additionally attached thereto by a pair of identical fifth or middle traction links 22E. One end of the middle traction link 22E is joined to the middle journal box 16 as illustrated in FIG. 12, with the opposite end of the middle link 22E being suitably joined to corresponding ones of the traction caps 28 as described in more detail later hereinbelow. Additional details of the middle traction links 22E are also additionally described later hereinbelow.
The basic self-steering linkage described above is relatively simple and compact and is integrated preferably directly inside the truck frame 14 in major part for providing improved self-steering of the truck 10 with improved hunting stability. Additional features of the present invention include the improved journal box 16 which is modular configuration providing significant advantages in improving assembly and alignment of the self-steering linkage in all three axle 18A-C.
MODULAR JOURNAL BOX
In accordance with another feature of the present invention, the journal boxes 16 are preferably identical and modular so that they may be used for supporting the axles 18 at any position in the truck frame 14 without requiring specifically configured boxes therefor which would otherwise increase cost and inventory requirements. The journal boxes 16 may be readily opened or closed for assembling or disassembling the axles 18 therewith and improve the ability to align the several axles 18 during the assembly process.
More specifically and referring initially to FIGS. 15 and 16, an exemplary one of the journal boxes 16 for supporting one of the end bearings 18a of the second end axle 188 is illustrated in exploded form. The other journal boxes 16 identically support the remaining end bearings 18a of the other axles. Each of the journal boxes 16 includes a preferably U-shaped main housing 40 which is inverted and resiliently suspended from the side frame 14a as described in more detail later hereinbelow, and includes a downwardly facing rectangular access opening defining a cap seat 40a, and an opposite arcuate bearing seat 40b disposed vertically above the cap seat 40a for receiving a respective one of the axle bearings 18a on corresponding ends of the axle. The main housing 40 further includes an inboard aperture 40c through which the axle 18B extends, and a laterally opposite outboard aperture 40d at which the axle terminates. As shown in FIGS. 15 and 17, a removable housing cap 42 is fixedly joined to the cap seat 40a for retaining the axle bearing 18a in the axle bearing seat 40b and completing the perimeter of the main housing 40 for structurally stiffening the housing 40 for withstanding various static and dynamic loads carried therethrough during operation. FIG. 18 illustrates an identical journal box 16 for the middle axle 18C (not shown) wherein the housing cap 42 is assembled to the housing 40 without the end bearing therein for clarity of presentation. The housing 40 and cap 42 together define a bore 40e which extends through the housing 40 from the inboard to outboard apertures 40c,d which has a longitudinal centerline axis which is coincident with the longitudinal centerline axis of the axle 18 when mounted therein.
Referring again to FIG. 15, it is readily seen that the removable cap 42 allows the individual axles 18 to be simply installed into the main housings 40 for assembly after the main housings 40 are preassembled to the side frames 14a,b and aligned and trammed as described in more detail later hereinbelow. Seating of the bearing 18a into the axle bearing seat 40b carries respective portions of the vertical loads of the truck 10, and locomotive body thereon, onto the bearings 18a which maintains the bearing seat 40b and the bearings 18a in abutting contact. The housing cap 42 therefore does not experience any of the downward vertical loads on the bearing 18a, but merely structurally stiffens the main housing 40 and carries any upward vertical forces on the axles 18 which would occur typically upon lifting the entire truck 10 during a maintenance outage for example.
As shown in FIG. 16, the bearing 18a includes an annular housing, and the axle bearing seat 40b is configured and sized for receiving the bearing 18a at least along an arcuate upper portion thereof from about a ten o'clock to a two o'clock arcuate extent for suitably carrying the vertical loads between the bearing 18a and the housing 40 without undesirable pinching of the bearing 18a itself. The bearing seat 40b is a suitably machined surface for accurately matching the outer circumference of the bearing 18a and providing even abutting contact therebetween. In the exemplary embodiment, the bearing 18a includes two axially spaced apart rows of tapered roller bearings for accommodating both radial and thrust loads, and therefore the bearing seat 40b includes two axially spaced apart arcuate portions which are aligned coextensively with the respective tapered roller portions of the bearing 18a. The housing 40 further includes a pair of integral, laterally spaced apart arcuate side flanges or ridges 40f, also referred to as retention eyebrows, which laterally bound the bearing seat 40b for laterally restraining the bearing 18a therebetween. In this way, lateral loads from the axles 18 are carried through the bearing 18a and into the housing 40 through either of the side ridges 40f.
As shown in FIG. 15, the housing cap 42 is configured and sized for adjoining at least an arcuate lower portion of the bearing 18a for allowing assembly and disassembly of the axles with the housings 40. Since the cap seat 40a is preferably a rectangular opening, the housing cap 42 is similarly rectangular and complementary with the cap seat 40a for being fixedly joined thereto for stiffening the housing 40. The cap 42 includes accurately machined end surfaces 32a, as illustrated in FIG. 17 for example, which accurately mate with corresponding surfaces of the cap seat 40a. Two removable cap fasteners 42b in the form of long pins or bolts, extend laterally through corresponding holes in the side legs of the housing 40 at the cap seat 40a and through the housing cap 42 for fixedly joining the cap 42 to the cap seat 40a. The through fasteners 42b extend generally perpendicular to the primary axis of the housing bore 40e as best shown in FIG. 18, which is in the longitudinal direction of the side frames 14a,b as shown in FIG. 15. Upon tightening the fasteners 42b during assembly, the corresponding flat surfaces of the housing cap 32 and cap seat 40a compress against each other to stretch the fasteners 42b and stiffen the housing 40 against structural loads during operation.
As illustrated in FIG. 15, the cap 42 is preferably in the form of a relatively thick rectangular plate, which preferably includes a plurality of arcuate raised retention bosses or lands 42c which collectively define a lower arc for adjoining the bearing lower portion and vertically retaining the bearing 18a in the housing 40, upon lifting of the truck 10 for example. The lands 42c may take any suitable form such as the respective two pairs of spaced apart lands 42c illustrated in FIG. 15 which are respectively coextensive with the corresponding two rows of the tapered rollers in the bearing 18a. The lands 42c in conjunction with the bearing seat 40b define a substantially cylindrical housing bore 40e in which is mounted the corresponding cylindrical housing of the bearing 18a.
As shown in FIG. 17, the housing cap 42 may have suitable pockets therein which lighten the weight of the cap 42 while still maintaining structural rigidity thereof. And, the cap 42 preferably includes a pair of opposite side flanges 42d which abut respective lower end portions of the housing 40 defining the cap seat 40a when assembled. The side flanges 42d preferably includes middle apertures through which may extend a pair of bolts (not shown) for drawing the cap 42 against the cap seat 40a during assembly, with the bolts threadingly engaging corresponding threaded apertures in the side legs of the housing 40. The side flanges 42d further include four threaded apertures at the four corners thereof so that additional bolts (not shown) may be threadingly engaged therein to abut the lower edges of the side legs of the housing 40 so that tightening of these bolts will withdraw the cap 42 for disassembly from the housing 40. The through fasteners 42b are either inserted through the housing 40 and cap 42 after they are drawn together, or removed therefrom prior to removing the cap 42.
As illustrated in FIG. 15, each of the end journal boxes 16 further includes an adapter or end plate 44 which is removably fixedly joined to the housing 40 over the outboard aperture 40d by a plurality of suitable fasteners or bolts spaced around the perimeter thereof and into the housing 40. The end plate 44 not only additionally stiffens the housing 40 but also provides an effective attachment point for conventional dampers 46 as shown for the two end axles 18A,B illustrated in FIG. 1. Each damper 46 is suitably fixedly joined to the end plate 44 at one end thereof, and to a respective one of the side frames 14a,b at an opposite end thereof for damping vibration between the truck frame 14 and the journal boxes 16 which support the axles 18.
As shown in FIG. 17, the end plate 44 includes an inboard face having an arcuate boss or end ridge 44a which is complementary with the housing outboard aperture 40d, and is disposed therein in abutting contact therewith for carrying vertical loads from the end plate 44 to the housing 40 during operation. In the exemplary embodiment illustrated in FIG. 17, the end ridge 44a is a portion of a circular arc extending from about seven o'clock to about five o'clock in circumferential extent and fits within the correspondingly configured outboard aperture 40d as illustrated in more particularity in FIG. 16. Vertical loads are carried between the housing 40 and the end plate 44 through the end ridge 44a and not by the mounting fasteners which secure the end plate 44 to the housing 40.
As shown in FIG. 15, the end plate 44 also includes an opposite outboard face having a pair of spaced apart, cantilevered end gussets 44b extending outboard therefrom for fixedly supporting thereto the corresponding end of the damper 46 thereto. Each of the end gussets 44b is in the exemplary form of a Y-shaped member with the head of the Y being integrally joined to the outboard face of the end plate 44, by welding for example. The base of the Y extends outboard, with each base including a through aperture for receiving a corresponding fastener for securing the damper 44 thereto. The end plate 44 also has a central through hole for accessing axle devices such as alternators.
The primary suspension of the truck 10 includes a pair of conventional compression coil springs 48 illustrated in FIG. 15 which extend between each of the journal boxes 16 and a respective portion of the side frames 14a,b. The springs 48 are initially partly compressed when the journal boxes 16 are assembled to the frame 14, and each of the journal boxes 16 preferably also includes a catch hook 40g which is an integral portion of the main housing 40 and extends vertically upwardly into a corresponding catch pocket 14h disposed in the bottom of respective portions of the side frames 14a,b as illustrated in more particularity in FIGS. 17 and 19. The catch hook 40g is preferably vertically aligned with the center of gravity of the journal box 16, and the bearing 18a therein, and is used for predeterminedly limiting both longitudinal and lateral movement of the journal box 16 relative to the frame 14 and for retaining the journal box 16 vertically relative to the frame 14.
More specifically, and as shown in FIG. 15 and 17, the catch hook 40g is preferably T-shaped, and a pair of catch pins 50 extend through corresponding holes in respective ones of the side frames 14a,b and through the respective catch pockets 14h and below the head portion of the catch hook 40g to limit vertically downward travel of the journal boxes 16 relative to the side frames 14a,b. As shown in FIG. 17, in the event the truck 10 is lifted during a maintenance outage for example, the T-shaped catch hook 40g will engage the two adjacent catch pins 50 preventing the journal box 16 from being removed unless the catch pins 50 are firstly removed. The catch hook 40g is preferably sized relative to the catch pocket 14h and spaced from the catch pins 50 to limit longitudinal and lateral travel of the journal boxes 16 relative to the side frames 14a,b, while allowing limited differential vertical movement therebetween. Longitudinal travel of the journal box 16 in either a forward or reverse direction relative to the truck frame will cause the catch hook 40g to abut opposite ones of the catch pins 50 and thereby limit longitudinal travel.
Each of the side frames 14a,b preferably further includes an outboard facing raised lateral boss 14j, as shown in FIGS. 17 and 19, in each of the catch pockets 14h aligns which is aligned with respective ones of the catch hooks 40g and spaced therefrom for limiting lateral inboard travel of the catch hook 40g by abutting contact therewith. The journal boxes 16 on opposite sides of the truck frame 14 work in concert for supporting the individual axles 18. Lateral movement of one of the boxes 16 in the inboard direction will be limited by abutting contact of the catch hook 40g as shown in FIG. 17 against the corresponding lateral boss 14j. Lateral movement in the opposite direction will be limited by the catch hook 40g and corresponding boss 14j on the opposite side of the truck frame 14. The catch hooks 40g therefore also limit the allowed travel of the traction links 22 which are joined to the respective journal boxes 16.
The journal boxes 16 are preferably identical to each other and modular in construction so that they may be used at any axle location on the truck frame 14, and may be joined to respective ones of the traction links 22 for effecting self-steering of the axles 18, as well as carrying respective portions of the traction loads. In this regard, and as shown in FIGS. 15-17, each of the journal boxes 16 preferably includes a pair of gussetted wings 40h which extend oppositely from each of the journal box housings 40 integral therewith and adjacent to the axle bearing seat 40b. The wings 40h extend longitudinally relative to the centerline axis of the truck frame 14 and perpendicular to the respective axles 18. Each housing wing 40h includes an upwardly facing lower spring seat 40j, as shown more clearly in FIGS. 15 and 18, which receives the bottom end of respective ones of the coil springs 48. As shown in FIGS. 17 and 19, each of the side frames 14a,b includes a plurality of downwardly facing upper spring seats 14k for receiving the upper ends of the coil springs 48. The upper spring seats 14k are in the exemplary form of blind recesses in the side frames 14a,b in which are captured the top ends of the coil springs 48. The lower spring seats 40j as shown in FIGS. 15 and 18 define annular pockets having a center boss 40k for laterally retaining the lower end of the coil springs 48. In this way, the coil springs 48 are mounted between the journal boxes 16 and the side frames 14a,b between respective lower and upper spring seats 40j and 14k for vertically supporting the truck frame 14 on the journal boxes 16.
In order to suitably affix the respective traction links 22 to the journal boxes 16, each housing 40 further includes a pair of support legs or ledges 40m, as shown for example in FIG. 16, which are in the form of a cantilever plates extending oppositely from each of the housings 40 and integral therewith adjacent to the axle bearing seat 40b and generally parallel with the housing wings 40h. Respective ends of the traction links 22 may be fixedly joined to the journal boxes 16 at the supporting ledges 40m. As shown in FIG. 18 for example, each of the ledges 40m is preferably horizontal and extends generally radially outwardly from the housing bore 40e, and from the axle bearing 18a supported therein, and is positioned relative to the axle bearing 18a for mounting each of the traction links 22 generally coplanar with the center thereof for carrying the traction loads therebetween without undesirably providing reaction torque on the journal boxes 16
As shown in FIG. 16 for example, respective pairs of the wings 40h and ledges 40m are vertically spaced apart from each other for vertically retaining a respective end of a traction link 22 therebetween (as shown in FIG. 18 for example). The ledge 40m and corresponding lower spring seat 40j as shown in FIGS. 16 and 18 preferably include vertically aligned holes containing suitable bushings for receiving a respective one of the link pins 38 extending therethrough and through the corresponding end of a traction link 22. In this way, the traction loads carried by the links 22 are carried both by the supporting legs 40m and the corresponding housing wing 40h joined to the journal box housing 40. The traction links 22 may therefore be aligned generally coplanar with the centerline axis of the axle bearings 18a for eliminating undesirable torque moments on the journal box 16 during operation. The supporting legs 40m and corresponding wing 40h which define a pocket for receiving a corresponding end of the traction links 22 preferably include bosses which adjoin the link ends to limit vertical movement therebetween. The traction links 22 are therefore allowed to rotate relative to the journal boxes 16 about the link pins 38 in the C direction illustrated in FIG. 2 while additionally enjoying pivoting or tilting angular movement in the D direction also illustrated in FIG. 2.
As indicated above, the journal boxes 16 are identical in configuration and modular for being used at any axle position. As shown in FIG. 2 for example, the end traction links 22A-D are joined to one pair of the wings 40h and ledges 40m on one side of the end journal boxes for the first end axle 18A, and to an opposite pair of wings 40h and 40m on an opposite side of the other end journal boxes 16 for the second end axle 18B. The remaining pairs of wings 40h and ledges 40m on these end journal boxes 16 remain empty of traction links. In this way the same journal box 16 may be used at any position and reduce inventory requirements.
The end links 22A-D are identical to each other at the four corners of the truck as illustrated in FIG. 2, with the first and second bores 22a,b (see FIG. 13) being coplanar and disposed in the generally common horizontal plane. This adds to the modularity of construction of the suspension system and self-steering linkage.
Although the middle axle 18c illustrated in FIGS. 1 and 12 does not form a portion of the self-steering linkage, it too may be mounted using the identical and modular journal boxes 16 with a relatively simple modification in configuration and size of the middle traction links 22E shown therein, and in more particularity in FIGS. 14 and 18. As shown in FIG. 18 for example, in conjunction with FIG. 2, any pair of the traction caps 28 on opposite sides of the side frames 14a,b adjacent to the middle axle 18C may each further include a link fork 28d which receives and pivotally mounts a respective end of the middle traction links 22E for carrying the tension and compression traction loads therebetween during operation. A corresponding fink pin 38 extends laterally through corresponding holes in the link fork 28d and through the bearing 36 in the link end.
As shown in FIG. 14, the first and second bores 22a,b for the middle traction links 22E are oriented 90.degree. from each other so that the first bore 22a extends horizontally for being mounted in the link fork 28d, and the second bore 22b extends vertically for being mounted between the support leg 40m and the corresponding housing wing 40h of the middle journal box 16. The middle traction links 22E are substantially shorter than the end traction links 22A-D, with the twisted configuration of the middle links 22E allowing a suitably large vertical travel of the middle journal boxes 16 relative to the link fork 28d of the adjacent traction caps 28. The middle links 22E illustrated in FIG. 18 have unrestricted vertical rotational movement around the horizontal link pins 38 extending through the link fork 28d, and unrestricted rotational movement about the vertical link pins 38 extending through the journal boxes 16. Their rotation is limited solely by limiting movement of the middle journal boxes 16 to which they are attached.
Accordingly, the modular construction of the journal boxes 16 disclosed above allows their use at any axle position in the truck frame 14 irrespective of orientation of the various traction links 22. Only the middle traction links 22E need have a different configuration than the end traction links 22A-D for using the common journal box 16 at the middle axle location. The removable housing caps 42 allow relatively easy assembly of the heavy axle assemblies including the motors thereon into the respective journal boxes 16, and correspondingly relatively easy disassembly thereof by simply removing the housing caps 42. In this way, the entire journal box 16 and self-steering linkage attached thereto need not be removed for removing individual axles 18 during maintenance. The modular journal boxes 16 also provide significant advantage in aligning and tramming the axles 18 during assembly which is described in further detail later hereinbelow.
The journal boxes 16 and the coil springs 48 define the primary suspension for mounting the truck frame 14 to the axles 18. The journal boxes 16 must permit greater lateral and yaw movement of the end axles 18A,B for effecting desirable self steering therebetween, but correspondingly affect hunting stability. It is therefore desirable to provide yaw constraint to improve hunting stability without compromising self steering. This is accomplished in part by the elastomeric shear pads 32e adjoining the wing plates 32c in the joints between the reaction arms 24. Shearing of the pads 32e effects a restoring force against differential movement between the adjoining arms.
YAW STIFFENER
However, substantially more yaw constraint and restoring torque may be provided by using the yaw stiffeners 30 introduced above and illustrated in FIG. 8. The yaw stiffeners 30 add significant yaw constraint to the self steering linkage without affecting the performance of the primary suspension coil springs 48 which is essential to good ride quality. The restoring torque may be selected independent of other self-steering linkage elements to provide the best compromise between hunting stability requiring larger torque restraint, and curving performance requiring less torque restraint.
More specifically, the yaw stiffener 30 illustrated in FIG. 8, and additionally in FIGS. 20 and 21, is in the form of a torque tube and includes a metal cylindrical outer sleeve 30a which extends downwardly inside the side frames 14a,b from the tops thereof and is suitably fixedly joined thereto by conventional fasteners or bolts. A metal cylindrical inner sleeve 30b is disposed coaxially inside the outer sleeve 30a and is removably fixedly joined to the crankshaft 20a. An elastomeric or rubber middle sleeve 30c is disposed coaxially radially between the outer and inner sleeves 30a,b and is suitably fixedly bonded thereto. The inner sleeve 30b has a pair of diametrically opposite notches 30d disposed in the bottom end thereof which engage or mate with a pair of complementary lugs 20c in the mid portion of the bellcrank 20 as shown in FIG. 8, and additionally in FIG. 5. The crank lugs 20c engage the yaw stiffener notches 30d so that rotation of the bellcranks 20 is opposed by a countertorque generated by the elastomeric middle sleeve 30c of the yaw stiffener 30 which undergoes torsional shear between the outer and inner sleeves 30a,b for improving hunting speed.
In the exemplary embodiment illustrated, the outer sleeve 30a includes an integral flat mounting flange 30e at its top end which is suitably bolted to the top of the side frame 14a,b, with the outer sleeve 30a being disposed inside the side frame 14a,b. The first bearing 26a shown in FIG. 8 is suitably initially press fit into the top of the outer sleeve 30a, with the entire yaw stiffener assembly being installed into the corresponding hole therefor formed in the top of the side frame 14a,b. The pair of notches 30d are disposed in the bottom end of the inner sleeve 30b to mate with the crank lugs 20c. In this way, the bellcranks 20 are suitably rotatably mounted to the side frames 14a,b via the respective traction caps 28 and yaw stiffeners 30 at opposite ends thereof, with the yaw stiffeners providing desirable restoring torque as the crankshafts 20a rotate to effect self steering.
The yaw stiffeners 30 may be configured in different embodiments, for example completely atop the side frames 14a,b if desired. In this case the top bearing 26a would be directly mounted in the side frames 14a,b themselves. The stiffener outer sleeve would be suitably attached to the side frame 14a,b in a corresponding housing therefor, and the inner sleeve would mate with the exposed end of the crankshaft 20a which could have a suitable key fitting the notches at the bottom of the inner sleeve.
Accordingly, various embodiments of the yaw stiffeners may be developed to provide suitable restoring torque on the bellcranks 20, and thereby improve hunting stability.
INTERAXLE LINKAGE
As indicated above, a self-steering railway truck requires increased lateral and yaw motion for effecting self-steering. Disclosed above are exemplary solutions for improving hunting performance notwithstanding the increased lateral and yaw motion capability of the self-steering axles. For example, the self-steering linkage disclosed above may be used for coupling lateral and yaw motion of the end axles, with the laterally coupled axles having improved hunting performance.
In accordance with another feature of the present invention, it is desired to further laterally couple together adjacent ones of the axles 18 for yet further improving hunting performance in a relatively simple configuration with relatively few parts and joints. Furthermore, it is also desirable to laterally interconnect the adjacent axles so that they may nevertheless be readily assembled and disassembled with the journal boxes 16 which improves maintenance capability.
Yet further, by laterally interconnecting the axles 18, the self-steering of the axles may be enhanced. For example, as the locomotive approaches a curve, the leading axle will run to the outside rail due to the radius differential between the outside and inside rail and the conicity of the wheels. As the leading axle positions itself to the outside rail, it forces the trailing axle(s) to the outside rail as well, which therefore better positions them for negotiating the curve. This results in lower lateral forces between the wheels and the rails, better adhesion characteristics in curves, and most likely lower wheel tread and flange wear.
FIGS. 22-23 illustrate an exemplary embodiment of an intermotor or interaxle linkage 52 which provides means for laterally interconnecting adjacent axles 18 so that lateral translation of one axle effects corresponding lateral translation of the adjacent axle, while allowing relative vertical and longitudinal translation, and pitch, roll, and yaw rotation therebetween. The interaxle linkage 52 is shown assembled in the railway truck 10 in FIGS. 1 and 12 between each of the adjacent two axles, i.e. between the first end axle 18A and the middle axle 18C, and between the middle axle 18C and the second end axle 18B. The two interaxle linkages 52 are disposed symmetrically along the truck frame centerline axis CL at the lateral centers of the respective axles 18 to interconnect the adjacent axles 18 in solely the lateral, horizontal plane while allowing substantially unrestrained yaw rotation therebetween, as well as all other translation and rotation movements for otherwise allowing the separate axles 18 to operate with little restraint from the interaxle linkages 52.
Referring firstly to FIGS. 22 and 23, an exemplary embodiment of the interaxle linkage 52 is illustrated with it being understood that identical linkages 52 are identically mounted between respective ones of the axles 18. The interaxle linkage 52 includes a center link or frame 54 in the exemplary form of a lightweight A-frame having suitable lateral stiffness for accommodating the lateral forces carried between adjacent ones of the axles 18. The center frame 54 has a longitudinal centerline frame axis Fa, a proximal end 54a pivotally joined to one of the axles, such as the middle axle 18C, laterally symmetrically therewith along the center frame axis Fa which is generally aligned with the truck frame centerline axis CL. The center frame 54 also has a distal end 54b extending horizontally away from the one axle 18C and is vertically movable upon pivoting of the center frame 54 relative to the one axle 18C.
The linkage 52 further includes a center or dogbone bracket 56 having a proximal end 56a fixedly joined to an adjacent one of the axles, such as the second end axle 18B, illustrated in FIG. 12, and a distal end 56b adjoining the center frame distal end 54b. A pair of preferably identical shear pads 58, which may either be square or circular in configuration for example, fixedly join together the center frame 54 and the center bracket 56 on opposite sides of the center frame axis Fa for laterally interconnecting the center frame 54 and the center bracket 56 while allowing limited differential longitudinal movement therebetween upon shearing of the shear pads 58 to permit differential yaw movement Y between the axles 18. The shear pads 58 also allow limited roll, pitch, and vertical differential movement. In this way, the interconnected center frame and bracket 54, 56 provide a virtual center aligned with the truck frame centerline axis CL to obtain symmetric movement around right-hand and left-hand curves.
In the exemplary embodiment illustrated in FIGS. 22 and 23, the interaxle linkage 52 is configured to be relatively lightweight yet provide the required interconnection between the center frame and bracket thereof for laterally interconnecting the adjacent axles 18. The center frame 54 preferably includes a pair of laterally spaced apart arms 54c at the distal end 54b thereof which receive therebetween the center bracket distal end 56b. The shear pads 58 are disposed laterally between sides of the center bracket 56 and respective ones of the center frame arms 54c for carrying lateral loads upon lateral movement of either the center frame 54 or the center bracket 56.
As illustrated in FIGS. 23 and 24, each of the shear pads 58 preferably includes a plurality of alternating layers of metal 58a and a suitable elastomer 58b, such as rubber, suitably bonded together for being stiff in compression and resilient in shear. Each of the shear pads 58 preferably includes one or more projecting studs 58c disposed in complementary mounting holes in the center frame arm 54c, and is precompressed against the center bracket 56.
In order to assemble and establish a suitable precompression of the shear pads 58, the linkage 52 further includes at least one slotted shim 60 disposed between one of the shear pads 58 and a respective center frame arm 54c as illustrated in FIG. 24. During initial assembly of the interaxle linkage 52, the individual shear pads 58 as illustrated in FIG. 23 are positioned between the cooperating faces of the center frame 54 and the center bracket 56, with the shear pad studs 58c being positioned into their respective mounting holes. The shear pads 58 may be suitably compressed so that one or more of the shims 60 may be inserted between the pads 58 and respective faces of the center frame arms 54c to take up the clearance therebetween and maintain the compression upon removal of the compressing equipment. A precompression of the shear pads 58 of at least 10,000 pounds is desirable in an exemplary embodiment.
As shown in FIGS. 23 and 24, a plurality of the shims 60 may be used and disposed on respective ones of the shear pads 58 for laterally symmetrically aligning the center bracket 56 with the center frame 54.
As shown in FIGS. 22 and 24, the center bracket 56 preferably includes a pair of laterally spaced apart legs 56c between its proximal and distal ends 56a,b to form a generally U-shaped bracket. The center bracket 56 is suitably fixedly joined to the adjacent axle, such as the second end axle 18B as illustrated in FIG. 1, at the bracket proximal end 56a for receiving therebetween a conventional suspension or dogbone link 62 which supports the traction motor 18c to the respective transom 14c-e. The center bracket legs 56c are disposed laterally between the center frame arms 54c, with the shear pads 58 being disposed respectively therebetween.
As shown in FIG. 23, the center frame 54 may also include a center hole 54d disposed equidistantly between the arms 54c thereof. The center bracket 56 correspondingly includes a center hole 56d disposed equidistantly between the legs 56c thereof at the center bracket distal end 56b. A suitable limit pin 52a extends vertically through the center holes 54d and 56d of the center frame and bracket 54, 56, and has a predetermined clearance therearound for limiting differential movement including translation and rotation between the center frame 54 and the center bracket 56 due to shearing of the shear pads 58. The limit pin 52a may be fixedly joined in the frame center hole 54d with a suitable clearance around the pin 52a being provided by the bracket center hole 56d.
The shear pads 58 operatively interconnect the center frame 54 and the center bracket 56 and are substantially stiff or rigid in compression and therefore ensure direct lateral movement between the center frame and bracket. However, the pads 58 are relatively soft in their shear directions, and as shown in FIG. 22 for example, differential relative movement between the center frame 54 and bracket 56 in the yaw direction Y will cause the respective shear pads 58 to deflect in shear longitudinally in opposite directions for accommodating either clockwise or counterclockwise yaw. This permitted yaw movement ensures that the self-steering linkage discussed above may operate as intended without obstruction from the interaxle linkages 52. However, the adjacent axles 18 are interconnected laterally which promotes the self-steering and hunting stability of the axles 18 also indicated above. The limit pin 52a is optional and may be used where desired for limiting the differential movement between the center frame 54 and bracket 56.
As indicated above, the center frame 56 is preferably in the form of an exemplary A-frame for providing lateral rigidity with reduced weight, and therefore includes a pair of laterally spaced apart legs 54e, as illustrated in FIGS. 22 and 23, which terminate at the proximal end 54a thereof, and are suitably pivotally joined to the one axle 18C for example. In the exemplary embodiment illustrated, each of the axles 18 includes a respective motor 18c, as illustrated in FIGS. 1 and 12, which is operatively joined thereto for powering the axles and wheels. As best shown for the second end axle 18B in FIGS. 1 and 2, each of the motors 18c has a corresponding motor housing 18d supporting the motor on one side of the axle 18, with the motor housing 18d being suitably joined to an axle housing 18e in the form of a U-tube on an opposite side of the axle 18 which collectively house both the motor 18c and the axle 18 itself.
As shown in FIG. 22, each axle housing 18e includes a pair of laterally spaced apart axle bosses or lugs 18f to which the center frame legs 54e are pivotally joined by retention pins 52b extending horizontally therethrough. The motor housing 18c as illustrated in FIG. 2 includes a pair of laterally spaced apart motor or dogbone bosses or lugs 18g which are conventionally provided for supporting the dogbone suspension links 62, while also supporting the center bracket legs 56c to which they are fixedly joined by conventional dogbone mounting bolts 52c as shown in FIGS. 22 and 24.
As shown in FIGS. 22 and 24, the distal end 54a of one of the center frame legs 54e preferably includes a L-shaped safety tab or catch 56e which is disposed vertically above a portion of the corresponding axle lug 18f for engaging the axle lug 18f upon failure or loss of both retention pins 52b. Since two retention pins 52b are provided for the two center frame legs 54e, each of the pins 52b provides redundancy by itself, with the safety catch 56e providing additional redundancy if desired.
As indicated above, the dogbone suspension link 62 illustrated in FIGS. 1 and 12 for example, is conventional and is conventionally pivotally joined between the motor lugs 18g (see FIG. 2 for clarity) and respective ones of the transoms 14c-e for suspending the corresponding motor 18c thereto. The suspension link 62 is positioned between the center bracket legs 56c, as shown in FIG. 24 for example, which provides a compact arrangement accommodating both the required suspension of the motors 18c and the desired interaxle linkage 52. In the exemplary three-axle truck 10 illustrated in FIGS. 1 and 12, a corresponding one of the interaxle linkages 52 is provided between the first end axle 18A and the middle axle 18C, and between the middle axle 18C and the second end axle 18B. In this way, all three axles 18A-C are laterally interconnected so that the leading axle in a curve laterally drives the trailing axles in the curve for improving hunting performance as well as improving self-steering as indicated above.
The interaxle linkage 52 illustrated in FIGS. 22-24 is relatively simple in configuration with relatively few joints and may be provided as an integral subassembly requiring simple connection to the corresponding axle and motor lugs 18f,g. Each individual axle 18 may be independently removed from the truck 10 by removing either the retention pins 52b or mounting bolts 52c from either or both ends of the interaxle linkage 52 as required. The first and second end axles 18A,B are joined to their corresponding interaxle linkages 52 at only one end, at the center frame 54 for the former and at the center bracket 56 for the latter. And, the middle axle 18C is joined to both adjoining interaxle linkages 52 which therefore requires disconnection from both in order for removing the middle axle 18C.
C-SECTION TRUCK FRAME
A conventional railway truck frame configured for two-axle or three-axle operation must be suitably rigid for accommodating the various loads experienced during operation including static and dynamic vertical and lateral loads. Trucks configured for a locomotive require enhanced structural rigidity in view of the substantial traction loads which are carried in turn through the wheels, axles, side frames, and the interconnecting transoms.
Truck strength is therefore a primary consideration in truck design and has been historically obtained by using relatively simple box section frames. Box section railway truck frames have been conventionally manufactured as either a single casting, or a fabrication of components welded together. Fabrications are expensive due to the requirement to weld together all adjoining sections. Castings are lower cost, but are considerably heavier due to the attendant minimal wall thickness requirement and the perimeter required to define the box in the casting process.
As introduced above with respect to FIGS. 1 and 12, the truck frame 14 has various improvements including the ability to contain therein a substantial portion of the self-steering linkage which is not possible in a conventional box section truck frame. FIG. 25 is an isolated view of the open bottom truck frame 14 wherein the side frames 14a,b have open C-sections at various locations thereof instead of conventional box sections. The truck frame 14 is laterally symmetrical about the frame centerline axis CL, with each of the side frames 14a,b being identical to each other in mirror image. The side frames 14a,b are configured for maximizing the number of C-sections along the longitudinal extent thereof, without using conventional enclosed box sections in accordance with the present invention. The side frames 14a,b must be suitably configured for providing the required rigidity of the truck frame 14 in combination with the interconnecting transoms 14c-e. And, they must be configured for mounting the several axles 18 thereto using the upper spring seats 14k in the form of blind pockets for receiving the upper ends of the coil springs 48 as described above with respect to FIG. 17, and configured also with the catch pockets 14h for receiving the catch hooks 40g.
Accordingly, frame strength is a primary consideration in designing an acceptable truck frame. Additional considerations also include frame weight, complexity and cost of manufacture by fabrication or casting, the ability to accurately inspect the manufactured frame, the ability to repair the frame if required during manufacture, and packaging or envelope requirements of the frame itself and the various components which must share the limited available space in the railway truck.
The locomotive truck frame 14 will experience substantial longitudinal, vertical, and lateral loads during operation which subject the various components thereof to tension, compression, and bending. Conventional box sections provide good moment of inertia in bending both vertically and laterally for carrying the various loads generated during operation of the truck 10. However, box sections have inherent limitations which have been generally acceptable because of their obvious structural benefits. These limitations are found in casting, inspecting, repairing, and packaging of the frame.
FIG. 27 illustrates an exemplary arrangement for conventionally casting the box section. A packed sand core 66a having the required inner configuration of the box section is supported around its perimeter using metal chaplets 66b. The chaplets 66b support the weight of the core 66a on a packed sand supporting drag 66c, and additional ones of the chaplets 66b laterally support the core 66a inside a packed sand cope 66d which defines with the drag 66c the outer configuration of the box section, with the spacing therebetween defining the box mold 66e in which molten metal is poured for forming the required box section resulting after cooling of the molten metal.
Cast box sections require floating the relatively large and fragile core 66a inside the molten metal envelope contained in the mold 66e. The metal chaplets 66b provide only initial support of the core 66a and melt during the casting process which allows the core 66a to float. This floating technique leads to large variations in dimensions of the resulting box sections which affect clearances and stresses in the frame. Cast box sections are difficult to inspect and repair since they are fully enclosed. To allow inspection, suitable core holes are strategically placed in the casting where sand would otherwise be permanently trapped or where weld repair is likely. Inspecting the wall thickness of the box section is manually impossible in view of the inability to access the interior of the box.
Accordingly, conventional ultrasound and x-ray techniques are used where possible for evaluating the quality and integrity of the frame at critical structural locations. Since the typical truck frame has various interconnecting components and discontinuities, ultrasound and x-ray measurements are often very difficult if not impossible to accomplish at all locations. One type of casting defect is known as a hot tear, and visual inspection thereof when found inside the box sections is typically ineffective. If hot tears are found, they are very difficult to weld repair due to the inability to access the inside of the box section. And, the box sections trap a significant volume of space in the truck frame which is not otherwise useful for accommodating various components of the truck. This space becomes more important as the locomotive industry strives for higher performance while limited by the static infrastructure of rail, tunnels, and bridges.
The C-section truck frame 14 illustrated in FIGS. 25 and 26 in accordance with one embodiment of the present invention provides substantial improvements over the conventional box section truck frame. Significant improvements in castability of the C-section truck frame are readily apparent upon an examination of the corresponding casting components illustrated in FIG. 28 which are used for casting the C-section which is open along one of its four sides. In the exemplary embodiment illustrated in FIG. 28, the core 66a enjoys a positive contact on its entire lower surface which simply rests upon the drag 66c without chaplets therebetween. Few if any chaplets 66b are required and may be positioned atop the core 66a for supporting the center portion of the cope 66d thereabove. The corresponding C-section mold 66f merely faces downwardly atop the drag 66c and is conventionally filled with molten metal.
After the casting has been poured and cooled, the next step is to remove the core sand. The C-section resulting from the mold 66f is simply picked up, with the core sand simply dropping out by gravity. This is an improvement over the box section which must be shaken and bounced until the core sand is loosened and discharged through the required core holes typically using a vacuum for ensuring removal of the sand.
Inspection and weld repair are the next steps in manufacturing all steel castings. The C-section is easily accessed from underneath to measure wall thickness with a simple caliper, and to repair the walls as required. Since the C-section is visible from both outside and inside, inspection and repair is substantially improved. This is in contrast to the box section which can only be accessed through the required core holes. However, the core holes provide extremely limited access inside the box section, and wall thickness measurements are typically made using a conventional ultrasonic device, with evaluation of casting integrity being made through conventional x-rays of critical structural areas.
A typical square box section has equal bending moments of inertia along its principal horizontal and vertical axes for providing suitable structural stiffness against the corresponding vertical and lateral loads carried in the truck frame. However, the lateral load carrying capability of the box section is limited due to the ability of the box section walls to distort into a parallelogram. The C-section side frames 14a,b as illustrated for example in FIG. 26 may be configured for having effective vertical and horizontal bending moments of inertia for providing corresponding structural stiffness about these two principal axes, and may be additionally reinforced for increasing the lateral load carrying capability of the frame without undesirable distortion. Since the inside of the C-section frame is readily accessible, structural reinforcement may be integrally cast therein providing an additional improvement over the box section frame wherein the inside of a box is not accessible.
As shown in FIG. 26, each of the side frames 14a,b includes laterally spaced apart inboard and outboard sidewalls 14m and 14n which may take any suitable form such as flat or curved plates. The inboard sidewall 14m is integrally cast and thereby fixedly joined to respective ones of the transoms 14c-e, with a portion of the middle transom 14e being illustrated in FIG. 26. The C-section frame further includes a basewall 14p integrally cast and joined to the top ends of the inboard and outboard sidewalls 14m,n, with the opposite or bottom ends of the sidewalls defining an unobstructed frame inlet 14q. The sidewalls 14m,n and the basewall 14p collectively define the C-section-of the side frame 14a,b. The C-section preferably faces downwardly, with the frame inlet 14q being accessible from below. In this configuration, the C-section is generally laterally symmetrical, with a vertical bending moment of inertia Iv associated with a horizontal neutral axis, and a horizontal bending moment of inertia Ih associated with a vertical neutral axis. The C-section may be suitably configured so that its principal bending moments of inertia are at least comparable if not greater than the corresponding moments of inertia of a conventional box section.
FIG. 25 illustrates schematically exemplary lateral loads or forces Fl which act in the horizontal plane between the transoms 14c-e and the side frames 14a,b. And, exemplary vertical loads or forces Fv acting between the transoms and side frames are also illustrated. In FIG. 26, the lateral and vertical loads Fl, Fv are also illustrated schematically at the junction between the middle transom 14e and the first side frame 14a. Since the inside of the C-section is accessible, the C-section may be readily tuned to achieve greater lateral stiffness than that available in a conventional box section by suitably casting in crossbraces 64 where desired.
Lateral bending in a railway truck frame Is experienced during curving and also during traction loading and is carried between the transoms and the side frames. The crossbraces 64 may therefore be provided in those regions of the truck frame requiring maximum strength and lateral load carrying capability. Since the truck frame 14 is symmetrical about the longitudinal centerline axis CL, the crossbraces 64 are preferably disposed in pairs in corresponding opposite locations in the side frame 14a,b. As shown generally in FIG. 25, and specifically in FIG. 26, at least one crossbrace 64 is fixedly joined to the sidewalls 14m,n inside each of the side frames 14a,b adjacent to respective ones of the transoms 14c-e where desired for laterally stiffening the truck frame therebetween.
The crossbraces 64 may take any suitable form, and in the exemplary embodiment illustrated in FIG. 26 each includes a pair of cross ribs or plates 64a and 64b which intersect each other and form an "X." The separate ribs 64a,b are inclined between the opposite sidewalls 14m,n and are integrally formed or cast therewith, and have upper edges integrally joined with the basewall 14p. The crossbraces 64 extend downwardly in the side frame 14a,b for as deep as desired, and in the exemplary embodiment illustrated in FIG. 26, extend only in part from the basewall 14p to the frame inlet 14q.
In this way, otherwise unavailable space in the side frames 14a,b may be reclaimed using the C-section frames in which various truck components may be contained. As disclosed above with respect to FIG. 6, the traction links 22 are disposed in most part inside the side frame C-sections vertically between the crossbraces 64 and the fame inlet 14q. Similarly, the bellcranks 20 may also be disposed in most part inside the side frame C-sections, in a region without crossbraces 64 for example. And, the reaction arms 24 may be disposed in most part outside the side frame C-sections and join the bellcranks 20 therein through suitable access holes in the outboard sidewall 14n.
The crossbraces 64 illustrated in FIG. 26 primarily provide lateral stiffening of the side frame 14a,b, and secondarily provide vertical stiffening as well. If desired, additional vertical stiffening may be provided by integrally forming with both inboard and outboard sidewalls 14m,n laterally projecting beads 14r which primarily add vertical stiffening to the side frames, and secondarily add additional lateral stiffening as well. The beads 14r may have any suitable shape such as bulbous in section for increasing stiffness. In the exemplary embodiment illustrated in FIG. 26, the beads 14r extend longitudinally along each side frame 14a,b as desired and project outwardly away from the center of the C-section for maximizing the available space inside the C-section, and improving the section strength.
Referring again to FIG. 25, the side frames 14a,b are specifically configured for accommodating various components of the truck 10 including the journal boxes 16 and coil springs 48 which define the primary suspension. Accordingly, the C-sections may be tailored differently along the longitudinal extent of the side frames 14a,b as required for mounting the various components, and as required for structural integrity. Nevertheless, the truck frame 14 is characterized by the absence of conventional box sections, with the primary structural sections thereof being formed using the C-sections in accordance with the present invention.
Since the three transoms 14c-e join together the opposite side frames 14a,b, enhanced structural stiffness at the joints therebetween is desired. As shown in FIG. 25, the C-sections preferably extend longitudinally along each of the side frames 14a,b forward and aft of each of the second and middle transoms 14d,e. And, a pair of longitudinally spaced apart crossbraces 64 are preferably disposed in each of the C-sections forward and aft of these transoms 14d,e. The transoms 14 are perpendicular to the respective side frames 14a,b and therefore greater lateral stiffness is required for accommodating the high bending loads carried therebetween. The first transom 14c which joins the closed end of the frame 14 smoothly transitions into the respective side frames 14a,b with a relatively large radius, and has corresponding C-sections which transition therebetween for providing suitable lateral structural stiffness.
Although the transoms 14c-e may take any suitable configuration, in the exemplary embodiment illustrated in FIG. 25 the transoms 14c-e have solid cross-sections at least adjacent to the longitudinal centerline axis CL of the truck frame 14, and do not require either box cross-sections or C-sections. As indicated above, the first transom 14c transitions from its solid center cross-section to the desired C-section as it merges with the ends of the side frames 14a,b. The second and third transoms 13d,e are suitably configured as structural trusses in a common horizontal plane for suitably carrying bending loads between the side frames 14a,b. The second and third transoms 14d,e therefore longitudinally spread their lateral loads along corresponding portions of the side frames 14a,b. The side frames therefore preferably include the crossbraces 64 at both forward and aft locations adjoining each of the transoms 14d,e.
As shown in FIG. 6, the longitudinally spaced apart crossbraces 64 adjacent to the middle transom 14e provide an unobstructed pocket in which the respective bellcranks 20 may be disposed, with a corresponding traction link 22 extending longitudinally therefrom toward its mating journal box 16, with the traction link 22 being disposed in most part inside the side frame 14a,b vertically between the crossbraces 64 and the frame inlet 14q. The cross braces 64 are preferably positioned on opposite sides of the bellcrank pocket to better accommodate traction forces transferred to the truck frame through the bellcranks 20 and the traction caps 28.
Accordingly, the open bottom C-section side frames 14a,b provide enhanced structural rigidity of the frame 14 while reclaiming otherwise lost space for use in mounting various components such as the self-steering linkage. Compared with a conventional box section frame, the C-section truck frame 14 of comparable strength may be up to about 20% less in weight. The C-section frame improves the casting process making it more accurate for obtaining more uniform wall thickness and at reduced cost. Inspection and repair of the C-section frame are also made easier for improving the quality of the frame at reduced cost. These as well as other advantages associated with the C-section frame may be obtained in any type of railway truck frame whether it includes self-steering linkage or not.
RAILWAY TRUCK ASSEMBLY AND ALIGNMENT
A significant advantage of the open bottom truck frame 14, journal boxes 16, and self-steering linkage disclosed above is the ability to preassemble the primary suspension and steering linkage into the frame 14 and prealign and tram the journal boxes independently of the substantially heavy axle, wheels, and motor combinations 18a-c. In this way the motor combos may be separately installed into the truck frame and thereby be prealigned and trammed therein, as well as being readily removable for performing maintenance without requiring the removal of the journal boxes and steering linkage therewith. This provides substantial improvements over the assembly of conventional railway locomotive trucks.
Exemplary steps in assembling the railway truck 10 are presented in flow chart form in FIG. 29. The open bottom C-section truck frame 14 is firstly cast, inspected, and repaired as required in order to provide an acceptable truck frame 14 as shown in finished form in FIG. 25. The truck frame 14 is initially placed right side up, with its open bottom facing down towards the ground. And various truck weldments 68, some of which are shown in FIGS. 1 and 12, are conventionally affixed by welding to the frame 14. The weldments 68 are conventional and include for example brake brackets, top brackets for the primary dampers 46, turning fixture attachments, and other pieces used in the complete truck assembly. A conventional brake assembly 70, as illustrated in FIG. 12, is next installed into the truck frame 14 illustrated in FIG. 25.
The truck frame 14 is then turned over so that the open bottom end faces upwardly and the closed top of the frame faces downwardly so that the primary suspension and steering linkage may be readily installed. In the exemplary three-axle truck 10 illustrated in FIGS. 1 and 12, the end axles 18A,B are joined to the self-steering linkage, whereas the middle axle 18C is not. Accordingly, four separate subassemblies are made for each wheel location of the end axles 18A,B, with each including a respective end journal box 16, end traction link 22, and corresponding bellcrank 20, which components are shown in FIG. 2. And, two additional subassemblies of the middle journal boxes 16, middle traction links 22E and cooperating traction caps 28 as illustrated in FIG. 18 are also made. All of the coil springs 48, shown in FIG. 17, are then placed in their respective upper spring seats 14k in the truck frame 14. Each of the four end journal box subassemblies are then positioned over their respective springs 48 with the corresponding bellcranks 20 being mounted into their top bearings 26a preinstalled in the frame, see FIGS. 6 and 8, with the corresponding end traction links 22 being positioned in respective frame inlets 14q over the corresponding crossbraces 64 as illustrated in FIG. 6 for example. Similarly, the middle journal boxes 16 are positioned over their respective coil springs 48.
Each of the six journal boxes 16 is then secured to the frame 14 by using a suitable hydraulic press for compressing the respective journal box housings 40 against the respective coil springs 48 until the respective catch hooks 40g are positioned in their respective pockets 14h as shown in FIG. 17, with the catch pins 50 then being installed. The press may then be released allowing the catch hooks 40g to rest against the catch pins 50 for mounting the journal box housings 40 to the frame 14, with the coil springs 48 being precompressed therebetween.
Each of the respective bellcranks 20 as shown in FIGS. 6 and 8 are finally assembled into the respective side frames 14a,b, with the respective traction caps 28 being suitably bolted thereto. The individual reaction arms 24, as shown in FIG. 6 for example, are then installed to their respective crankshafts 20a, with the distal ends 24b of the respective reaction arms 24 being disposed adjacent to each other without completing the joint 32 therebetween.
The primary suspension and self-steering linkage are installed to the frame 14 without the axles 18 and the housing caps 42, and without the reaction arm 24 being finally assembled together. At this stage of the assembly process, all six journal boxes 16 may be prealigned and pretrammed so that upon installation of the motor combos 18a-c, the axles and wheels thereon will be automatically aligned and trammed relative to each other and to the truck frame 14. This is a substantial improvement over a conventional assembly process where the motor combos are preinstalled into their respective journal boxes outside of the truck frame, and then these entire assemblies are mounted and aligned in the truck frame which is relatively difficult in view of the substantial weight involved and close quarters of the components.
In order to prealign the axles 18, it is desirable to use dummy axles 72 instead of the original or operative axles, wheels, and motor combos 18a-c to improve the process. An exemplary embodiment of the dummy axles 72 is illustrated in FIG. 30 and is in the form of a preferably one-piece shaft having opposite distal ends which are machined to match the outer diameter and configuration of the corresponding axle bearings 18a of the original axles 18 as illustrated in FIG. 15 for example. The dummy axles 72 resemble the actual or original axles 18 in the sense that they engage into the bearing seats 40b of the journal box housings 40 (see FIG. 16) in the same manner as the actual bearings 18a, and have the same length between opposing journal boxes 16 as the original axle 18. The dummy axles 72 do not include actual axle bearings 18a or wheels 18b or motors 18c therewith. Accordingly, the dummy axles 72 are substantially simpler and compact in configuration and weigh substantially less than the original motor combos 18a-c. They therefore may be more readily handled during the alignment process and provide substantial clearance therearound making alignment easier.
The three dummy axles 72 required for the three axle truck frame 14 illustrated in FIG. 3 are installed into their respective journal boxes 16 to directly correspond with the original axles and bearings 18a,b for which they are designed to represent. Prealignment and tramming may then be effected using the dummy axles 72.
Alignment and tramming are conventional terms used to describe the longitudinal alignment of the wheels 18b on each side of the truck frame 14, and the squareness of the positions of the wheels 18b to form an accurate rectangle. In a preferred embodiment, all three dummy axles 72 illustrated in FIG. 30 are initially center aligned laterally in the truck frame 14 relative to the frame centerline axis CL. In this regard, the truck frame 14 is provided with accurately machined alignment tabs 74 on the outboard faces thereof at each of the catch pockets 14h as shown more clearly in FIG. 25. The alignment tabs 74 are machined so that they may be used to define accurate and equal reference lengths X to accurately define the frame centerline axis CL.
A special alignment end plate 76 as illustrated in FIG. 30 is provided for each of the journal boxes 16 and is mounted to the journal box housing 40 in place of the end plates 44 illustrated in FIG. 15 so that each dummy axle 72 may be accurately centered in the frame 14 relative to the frame centerline axis CL. The alignment plate 76 includes a threaded aperture through which extends a corresponding alignment bolt 76b which is positioned to engage the end of a respective one of the alignment tabs 74. In this way, the alignment bolts 76b on opposite sides of each dummy axle 72 may be threadingly adjusted to in turn laterally translate the respective journal box housings 40 and in turn translate the dummy axle 72 until its longitudinal center is aligned with the frame centerline axis CL within a preferred tolerance of about 20 mils for example. In this way, the opposite distal ends of the dummy axles 72 will be longitudinally aligned with each other. Lateral adjustment of the end dummy axles 72 is simply accomplished by lateral adjustment of the corresponding journal boxes 16 in which they are supported, which in turn is readily accomplished by pivoting the respective reaction arms 24 about the respective bellcranks 20.
Once all three dummy axles 72 are center aligned in the truck frame 14, the alignment bolts 76b for the middle dummy axle 72 are preferably maintained tight against the alignment tabs 74 for securing the position of the middle dummy axle 72, and the alignment bolts 76b for the end dummy axles 72 are preferably lightly unthreaded to allow limited lateral movement of the end dummy axles 72 during the tramming process. Tramming ensures that the dummy axles 72 are square or perpendicular relative to the collective rectangle being defined by the opposite distal ends thereof.
Although the dummy axles 72 may be longitudinally aligned at their respective ends, they may collectively define a parallelogram which is not the desired rectangle. Tramming, or squaring, ensures that the dummy axles 72 collectively define an accurate rectangular configuration. As shown schematically in FIG. 31, tramming may be effected by ensuring that either the two long diagonals D.sub.1 between each end dummy axle 72 and the middle dummy axle 72 are equal in length, or that the two short diagonals D.sub.2 between each of the end dummy axles 72 and the middle dummy axle 72 are also equal. Tramming may be readily effected by simply rotating the respective reaction arms 24 about their corresponding bellcranks 20 to in turn laterally and longitudinally adjust each of the journal boxes 16 which support the respective dummy axles 72.
Although tramming of the three dummy axles 72 may be accomplished without first centering the middle dummy axle 72, It would be substantially more complex due to the interrelationship of centering and tramming, and due to the coupled lateral translation and yaw rotation of the dummy axles 72 upon rotation of the respective reaction arms 24. Accordingly, in the preferred embodiment as described above, the tramming process is more effectively and easily accomplished by firstly center aligning the middle dummy axle 72 followed in turn by center aligning the end dummy axles 72 relative to the middle dummy axle, and then tramming the end dummy axles relative to the middle dummy axle.
Once the three dummy axles 72 are trammed to form the desired rectangular configuration illustrated schematically in FIG. 31, the adjoining reaction arms 24 may then be fixedly joined together using the joint 32 therefor. As disclosed above with respect to FIGS. 10 and 11, the shim plates 32g are selected in size and installed on either or both sides of the shear pads 32e as required so that the center bore of the wing plate 32c is vertically aligned with the corresponding aperture in the fork 32a so that the retention pin 32d may be installed. The clamping plate 32f and the retention pin 32d securely join together the adjoining distal ends 24b of adjacent reaction arms 24 for locking in position the four respective end journal boxes 16. The dummy axles 72 are then removed from the journal boxes 16 which leaves the journal boxes 16 in a prealigned and pretrammed position for accepting the original axles 18 to ensure their accurate alignment and tramming in the assembled truck 10. The original axles 18 including bearings 18a, wheels 18b, and motors 18c may then be simply installed into the corresponding journal boxes 16, and thereby are prealigned and trammed.
The interaxle linkage 52 illustrated in FIGS. 22 and 23 may then be preassembled as another subassembly and then installed to the adjoining motor and axle housings 18d,e as described above. The respective dogbone suspension links 62 are installed with the interaxle linkages 52 for completing the interconnection between the adjacent motors 18c. The corresponding housing caps 42, illustrated in FIG. 12 for example, are then installed on each of the journal boxes 16 to secure the axles 18 therein.
Since the self-steering linkage is now operatively joined together at the joints 32 shown in FIG. 9, the balancing cross arms 34a and cross link 34b illustrated in FIG. 12 for example may now be installed on the respective bellcranks 20B,D. The respective crank arms 34a may be conventionally press fit to the respective bellcranks 20B,D to ensure that no initial tension or compression load exists in the cross link 34b.
The truck 10 at this stage of the assembly process is then suitably rolled over into its right side up orientation as illustrated in FIG. 1 for example, and then all remaining or auxiliary components are then installed in the truck 10. For example, the end plates 44 and corresponding dampers 46 may then be installed. And any remaining conventional components may then be installed as desired.
As indicated above, the improved journal boxes 16 therefore allow prealignment of the corresponding journal boxes 16 by adjustment of the respective reaction arms 24 for ensuring that when the operative axles 18 are finally installed into the journal boxes 16, that they are accurately center aligned and trammed relative to the truck frame 14. In a maintenance outage for example, the individual axles 18 may be readily removed by removing the respective housing caps 42 and suitably dropping the axles 18 from below the truck frame 14 over a conventional drop table. The journal boxes 16 themselves and the corresponding self-steering linkage need not be removed for removing the axles 18. And, upon reinstallation of the axles 18, realignment and tramming is not required since the original alignment and tramming is maintained by the journal boxes 16 and self-steering linkage which have not been removed.
The various features of the improved truck 10 described above provide substantial improvements over conventional railway trucks. The improvements may be used in various alternative forms and in various combinations for both non-steering and self-steering railway trucks as desired. As used in the exemplary three axle truck 10 disclosed above, the various components provide a compact and relatively light weight package which more effectively utilizes space found within the envelope of the truck frame 14 for providing the various advantages disclosed above.
While there have been described herein what are considered to be preferred and exemplary embodiments of the present invention, other modifications of the invention shall be apparent to those skilled in the art from the teachings herein, and it is, therefore, desired to be secured in the appended claims all such modifications as fall within the true spirit and scope of the invention.
Accordingly, what is desired to be secured by Letters Patent of the United States is the invention as defined and differentiated in the following claims:

Number	Name	Date
340883	Kells	Apr 1886
725411	Compliment et al.	Apr 1903
1408167	Brilhart	Feb 1922
2644406	Rogatchoff	Jul 1953
4043272	Jones et al.	Aug 1977
4480553	Scheffel	Nov 1984
4561360	Mulchahy	Dec 1985
4628824	Goding et al.	Dec 1986
4674413	Eggert	Jun 1987
4679506	Goding	Jul 1987
4679507	Goding	Jul 1987
4735149	Scheffel et al.	Apr 1988
4765250	Goding	Aug 1988
4773691	Bernd et al.	Sep 1988
5263420	Schwendt et al.	Nov 1993
5375533	Schwendt	Dec 1994

Number	Date	Country
1245480	Jul 1986	RUX
1451060	Jan 1989	RUX
1600416	Oct 1981	GBX

Self-steering railway truck

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Abstract

Description

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US Referenced Citations (16)

Foreign Referenced Citations (3)

Non-Patent Literature Citations (4)

Divisions (1)

Entry
Lord Aerospace, "Vibration, Shock and Motion Control Products", Jun. 1990 pp. cover, 68, back cover. (No Date).
Lord Aerospace, "Pc-220lm", Jan. 1993 pp. cover, 58, back cover. (No Date).
Lord Aerospace, "Pc-220lk", Mar. 1989 pp. cover, 72-75, back cover. (No Date).
Barry Controls, "Application Selection Guide", updated brochure, pp. cover, G19, G20, back cover (No Date).