US3670660A - Dampened railway car truck - Google Patents

Dampened railway car truck Download PDF

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Publication number
US3670660A
US3670660A US847025A US3670660DA US3670660A US 3670660 A US3670660 A US 3670660A US 847025 A US847025 A US 847025A US 3670660D A US3670660D A US 3670660DA US 3670660 A US3670660 A US 3670660A
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United States
Prior art keywords
bolster
plank
lateral
stop means
truck
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Expired - Lifetime
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US847025A
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English (en)
Inventor
Hans B Weber
Joseph Brown
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Midland Ross Corp
National Casting Inc
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Midland Ross Corp
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Assigned to CONGRESS FINANCIAL CORPORATION reassignment CONGRESS FINANCIAL CORPORATION SECURITY INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: NATIONAL CASTINGS INC., A DE CORP.
Assigned to NATIONAL CASTINGS INC., A CORP. OF DE reassignment NATIONAL CASTINGS INC., A CORP. OF DE ASSIGNMENT OF ASSIGNORS INTEREST. Assignors: NATIONAL CASTINGS INC., A CORP. OF IL
Anticipated expiration legal-status Critical
Assigned to NATIONAL CASTINGS INC. A CORP. OF DE reassignment NATIONAL CASTINGS INC. A CORP. OF DE RELEASED BY SECURED PARTY (SEE DOCUMENT FOR DETAILS). Assignors: CONGRESS FINANCIAL CORPORATION (CENTRAL)
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/04—Bolster supports or mountings

Definitions

  • ABSTRACT A four-wheel, two-axle railway car truck having non-integral side frames, a spring plank and a bolster, functioning both as a swing motion truck and a roll control truck and having its side frames journaled on the associated wheel and axle assemblies for swinging movement of the side frames transversely of the truck.
  • the truck has a first stop means on the bolster for restricting the lateral movement of the bolster relative to the side frames at a level below the plane containing the longitudinal axes of the axles and second stop means associated with the spring plank and side frames for limiting the swinging movement of the side frames.
  • Truck hunting causes the rolling wheels and axle assembly of a standard railway freight car truck to move along a pair of rails in a sinusoidal pattern. That is, the rolling wheels and axle assembly first turn toward one rail and then toward the opposite rail as the railway vehicle moves along the track. Thus, as the periodic motion continues, it creates a sinusoidal wave pattern. In stable or controlled truck hunting, the amplitude of this periodic lateral motion is relatively small and wheel flange contact with the rails is generally avoided. Truck hunting, however, becomes harmful at high speedswhen resonance occurs and when that resonance cannot be controlled. That is, at high speeds the wave pattern of the wheel and axle assembly can have the same frequency as the natural roll, sway, and yaw frequencies of the car body.
  • harmonic car roll is a critical problem at low speeds.
  • high capacity, high center of gravity cars a few years ago, it was noted that as these cars moved over a section of track having low, staggered rail joints, the cars rocked so violently that they derailed.
  • This derailment problem is generally experienced with the above-mentioned cars which have a longitudinal spacing between the car truck centers approximately equal to the rail length, and either when the loaded cars are operated at a running speed between and miles per hour or when empty cars are operated at a running speed between 30 and 40 miles per hour over a series of low rail joints.
  • This combination results in excessive car roll, causing wheel unloading and wheel lift, or climb, especially on curved track.
  • the invention as described hereinafter is a modification of the Roll Control" truck since it incorporates many of its essential features.
  • the improved railway car truck design is based upon the swing motion principle which permits limited Swinging movement of the side frames on the adapters disposed within the pedestal jaws of the side frames. Once the swinging motion of the side frames is stopped, the truck functions as the Roll Control truck.
  • Applicant has modified his Roll Control" truck by incorporating a rocker seat between each side frame and the spring plank.
  • the rocker seat permits the side frames to swing in unison as pendulums, or swing hangers, in either direction laterally of the truck. Swinging of the side frames is stopped prior to the engagement of the lateral stops provided between the bolster and spring plank by contact between the side frame tension member (formerly the load support spring seat) and the rocker seat. In this manner, increased lateral motion of the bolster relative to the side frame is obtained.
  • the resulting lateral force-travel curve characteristic defining the resistance to lateral motion of the bolster relative to the side frames is non-linear. This non-linear lateral characteristic is significant in the attainment of improved high speed truck perforrnance.
  • Another object of this invention is to provide a mechanical interference between the rocker seat and side frame to limit lateral side frame swing.
  • Yet another object is to provide a railway car truck that is effective in minimizing, (1) car roll and derailment of rocking cars, without special additional anti-roll devices, and (2) lateral disturbance of the sprung car body due to truck hunting.
  • FIG. I is a side elevation, partly in section, of a railway car truck in accordance with the invention.
  • FIG. la is a vertical sectional view taken along line a-a of FIG. 1, looking in the direction of the arrows with the bearing assembly removed.
  • FIG. 2 is a fragmentary plan view, partly in section, taken along line 2-2 of FIG. 1;
  • FIG. 3 is an enlarged fragmentary side elevation, partly in section, illustrating one end of a pivotally supported rocker seat
  • FIG. 4 is a fragmentary end view taken along line 44 of FIG. 3;
  • FIG. 5 is a fragmentary plan view taken along line 5-5 of FIG. 3;
  • FIG. 6 is a fragmentary end view, partially in section, taken along line 6-6 of FIG. 1;
  • FIGS. 7 and 8 are views similar to FIG. 6, illustrating lateral motion of the truck during the first and second stages of lateral truck displacement
  • FIGS. 9 and 10 are force-travel diagrams which show the characteristic curves for empty and fully loaded cars for the laterally displaced positions shown in FIGS. 7 and 8, respectively;
  • FIG. 11 is a view similar to FIG. 6 illustrating another embodiment of the invention.
  • FIG. 12 is similar to FIG. 11 and illustrates the position of the bolster and side frame after full lateral truck displacement
  • FIG. 13 is a partial side elevation view of an alternate friction system for snubbing the vertical and lateral movements of the bolster relative to the side frame.
  • a snubbed railway car truck comprising a side frame having a tension member 21 and a compression member 22.
  • the members merge as at 23 and provide a pedestal jaw 24 for receiving in rockable relation an adapter 25 and bearing assembly 26 of a joumaled wheel and axle assembly 27.
  • a plate member 18 is interposed between jaw 24 and adapter 25.
  • the top side of the adapter 25 is convexly crowned as at 25a and is engaged by the convexly curved undersurface 18a of member 18 to permit swinging movement of the side frame relative to the adapter and the wheel and axle assembly.
  • Tension member 21 includes a U-shaped base portion 31 for partially housing a rocker seat 32.
  • the rocker seat comprises an elongated plate section 33 and a depending inverted T-shaped strengthening member 34.
  • Each end of the rocker seat has a trunnion member 35 for rockably supporting the rocker seat relative to the side frame.
  • Trunnion members 35- 35 are pivotally supported in a pair of longitudinally spacedapart rocker bearings 36 which are disposed beneath columns 28 and are coaxially aligned in base portion 31 of tension member 21.
  • Each rocker bearing 36 has a concave cylindrical bearing surface 37 having a radius of curvature greater than that of the associated trunnion member 35 pivotally received therein to assure that rocking engagement occurs between the trunnion member and bearing.
  • Rocker seat 32 provides a top surface 38 for supporting a channel shaped end of a spring plank 40 arranged with its longitudinal axis transverse to the length of the frame. Plank 40 is interconnected to rocker seat 32 by upstanding bosses 41 formed on the seat and extending through openings in the plank to interlock the two side frames together; A spring group 42 is disposed between spring plank 40 and bolster 30 for resiliently supporting the end of the bolster.
  • the bolster illustrated in FIGS. 1 and 2 is generally of boxshaped construction at each end and comprises spaced vertical side walls 45-45, spaced top and bottom walls, 46 and 47, respectively, and a vertical central wall 48 joining the top and bottom walls.
  • a stop lug 50 depends from the bottom wall of the bolster inwardly from each of its ends and is in spaced relation with an upstanding abutment 51 carried by spring plank 40 intermediate its ends. Lug 50 and abutment 51 are spaced apart a predetermined distance so as to provide a clearance between opposing vertical surfaces thereon preferably on the order of approximately five-eighths of an inch, which clearance permits limited lateral movement of the bolster transversely of the truck.
  • each lug and abutment will occur at a level substantially below the horizontal plane containing the rockable connection defined by the adapter 25 and pedestal jaw 24, which connection may be of the type disclosed in either U.S. Pat. Nos. 2,7l7,558 or 2,737,907.
  • This form of a connection normally allows the side frames of the truck to swing transversely of the truck.
  • each end portion of the bolster has at each side a pocket 55 opening towards the adjacent column 28 for receiving a friction shoe 56.
  • Each pocket has an inclined rear wall 57 which slopes upwardly and outwardly toward the adjacent column 28.
  • Each friction shoe is in wedging engagement between wall 57 and the opposing column 28.
  • Each shoe has a sloping surface 58 engaging surface 60 on wall 57 and a vertical friction surface 59 engaging surface 61 on a wear plate 62 that is secured to the adjacent column.
  • the friction shoe is urged upwardly and outwardly by a spring 63 disposed on plank 40 into frictional engagement with surface 61 of the wear plate to provide resistance to both vertical and lateral movements of the bolster.
  • the structural arrangement of the truck parts permits the side frames to swing laterally in unison. Swinging of the side frames in either direction is stopped by contact between undersurface 65 of the rocker plate section 33 and top surface 66 of one of the side walls 6767 of base portion 31 of the tension member. The clearance between these engaging surfaces permits approximately a 3 degree side frame swing in either transverse direction of the side frame from its neutral position as shown in FIG. 6. This swinging movement results in approximately five-eighths inch lateral motion of the bolster in either direction. An additional five-eighths inch lateral motion of the bolster is obtained by the lateral deflection of the load spring, as shown in FIG. 8.
  • FIGS. 9 and 10 graphically illustrate the resulting lateral load deflection characteristic for each distinct stage of lateral movement of the bolster for both empty and fully loaded cars.
  • the empty and loaded car characteristics shown are different because the resistance to lateral motion, as in any swing hanger type railway car truck, is dependent upon the load carried by the bolster.
  • the resistance to lateral motion varies in proportion to the vertical load, and any partial load will result in a curve proportionally located between the curves for the empty and fully loaded car.
  • the resistance against side frame swing is influenced basically by three controlling factors (1) the swing hanger length; that is, the vertical distance between the engaging portions of the pedestal jaw 24-adapter 25 and the rocker bearing 36-trunnion 35, (2) the normal forces of gravity acting upon the car body and side frames 20, and (3) the resistance to lateral distortion of the load springv group 42.
  • These controlling factors work together and in series to provide the low resistance portions A and A of the non-linear curves shown in FIG. 9.
  • the first stage A and A of the non-linear curves shown in FIG. 9 can be best explained in the following manner.
  • the lateral displacement of the pendulum is in proportion to the applied load.
  • This characteristic is similar to that of a spring in tension or compression since when a vertical load is applied to a spring, its deflection is in proportion to the applied load. Therefore, a theoretical spring rate for a spring can be substituted for the lateral force-displacement characteristic of a pendulum.
  • the side frame functions as a swing hanger or pendulum and moves in the same lateral direction as the laterally distorted load springs 42, the lateral swinging movement of the side frame has an effective spring rate.
  • a helical spring has a lateral forcetravel characteristic in addition to its vertical force-travel characteristic. Therefore, the lateral deflection of the load springs 42 and the lateral deflection of the swing hanger can be considered as two springs acting in series. It is well known that when two springs act in series, the resulting spring rate K is lower thantliat for either of the two springs individually.
  • K is the effective spring rate of the swinging side frame
  • K is the lateral spring rate of the load springs 42
  • K is the resulting spring rate that defines the resistance to lateral movement of the bolster relative to the side frame.
  • Each stage of the non-linear lateral force-travel curve has the following effect on the functioning of the present railway car truck. If only the low force-travel characteristic of the first stage was provided, as is known in the art, under large lateral rail irregularities the total available'amount of lateral travel would be absorbed, thereby resulting in heavy lateral contact between any bolster stops and side frame abutment stops provided, such as bolster gibs or bolster safety stops. In addition, a railway vehicle negotiating super-elevated curves would move laterally the total available amount until contact is made between whatever stops are provided between the bolster and side frame. The vehicle would remain in this laterally displaced position until it traverses the super-elevated curve; thus causing a poor lateral ride.
  • the lateral characteristic is substantially the same as that obtained from the load springs in conventional trucks.
  • This conventional suspension system is not capable, due to its high lateral resistance, of avoiding uncontrolled hunting or lateral instability in the railway vehicle.
  • the total available built-in lateral motion in either lateral direction is approximately 1 /4 inches.
  • the low resistance or first stage has a lateral deflection characteristic of approximately three-fourths of an inch.
  • This 34 inch lateral capability is suflicient to absorb the normal lateral disturbances caused by normal lateral rail irregularities plus normal lateral amplitudes of the sinusoidal wave pattern producedby the running wheels and axle assembly.
  • FIGS. 11 and 12 there is illustrated a modified rocker connection between tension member 71 of a side frame 72 and a spring plank 73.
  • a rocker bearing plate 74 having a predetermined upwardly facing convex contour 75 in the transverse direction of the side frame is secured to tension member 71.
  • Plate 74 receives in supporting rockable relation one end of the spring plank 73 having a horizontal bearing plate 76 attached to the plank for engagement with plate 74.
  • a pair of spaced flanges 77 -77 extend downwardly from the underneath portion of the spring plank to define a pair of surfaces 78-78 in flanking relation with cooperating side frame surfaces 79-79.
  • Flanges 7777 are in close spaced relationship to surfaces 79-79 to thereby interconnect the plank with the side frame and prevent any longitudinal movement of the plank relative to the side frame. Swinging of the side frame in either direction is stopped by contact between the underneath surface 81 of plate 76 with the predetermined sloping contour 75 of plate 74.
  • the wedge shaped clearance 83 defined between the engaging portions of the two plates permits an approximate three degree side frame swing in either transverse direction of the side frame and results in approximately five-eighths of an inch lateral movement of bolster M in either direction.
  • surfaces 78- 78 may be tapered downwardly and away from each other to present a pair of sloping surfaces that define a wedge shaped clearance between the sloping surfaces and the cooperating surfaces 79-79 of tension member 71. Accordingly, the swinging of the side frame could then be stopped by the engagement of these cooperating surfaces.
  • H6. 13 illustrates an alternate friction system well known in the railway art and comprises the conventional friction shoe 91 housed in a pocket 92 of the side frame column 93.
  • a spring 94 urges the friction shoe downwardly into frictional engagement with a wear plate 95 secured to the bolster 96 to snub the vertical and lateral movements of the bolster relative to the side frame.
  • the present railway car truck provides a moderate total amount of lateral movement approximately equal to 1% inches to either side of the railway track centerline.
  • the truck further combines: (l) the feature of a low resistance to normal lateral movement of the bolster relative to the side frame for avoiding uncontrolled hunting, with (2) the feature of a stiffer resistance to any excessive lateral movement of the bolster for avoiding heavy lateral contact between the bolster stops and associated parts of the side frame.
  • each frame comprising a tension member having a base portion and a pair of vertical columns extending upwardly from the base portion and spaced in the lengthwise direction of the frame to define a bolster opening, a spring plank extending between said frames with each end of said plank being received in said opening of the adjacent frame, rocker means between each end of said plank and said base portion of each frame for supporting said plank for rocking movement in a direction laterally of said frames, means interconnecting the ends of said plank and said frames to interlock said frames to the plank, a bolster extending between said frames and supported at its ends within the bolster opening of the adjacent frame, spring means on said plank within each opening for supporting said bolster end first stop means on said bolster and plank adapted to engage upon a predetermined amount of lateral swinging movement of said frames and transverse deflection of said spring
  • each end of said plank is formed with a pair of depending flanges disposed in close overlapping relationship with the sides of said base portion to tie said side frames to said plank.
  • each frame has a compression member and a tension member joined by said spaced vertical columns and in which said base portion of said tension member defines the bottom of said bolster opening and said spaced columns define the opposite sides of said bolster opening; said rocker means comprising an elongated plate section connected to said base portion of said tension member between said columns centrally along the longitudinal vertical plane of the side frame.
  • said elongated plate section has a trunnion member on each end of the plate for pivotably supporting the plate, and said base portion of said tension member has a pair of bearings spaced in the lengthwise direction of the frame adapted to receive said trunnion members for pivotal movement of the plate about a longitudinal axis disposed within the vertical plane of the side frame.
  • said second stop means comprises opposing surfaces on said plate section and said spring plank.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vibration Prevention Devices (AREA)
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  • Body Structure For Vehicles (AREA)
US847025A 1969-08-04 1969-08-04 Dampened railway car truck Expired - Lifetime US3670660A (en)

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US84702569A 1969-08-04 1969-08-04

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US3844226A (en) * 1973-06-11 1974-10-29 R Brodeur Railway car truck
US3897736A (en) * 1974-06-27 1975-08-05 Transdyne Inc Pedestal wear plate
US3905305A (en) * 1973-07-30 1975-09-16 Dresser Ind Snubbed railway truck bolster
US4003316A (en) * 1973-10-23 1977-01-18 Monselle Dale E Articulated railway car trucks
US4179995A (en) * 1976-06-04 1979-12-25 Amsted Industries Incorporated Snubbed railroad car truck
FR2488847A1 (fr) * 1980-08-25 1982-02-26 Midland Ross Corp Perfectionnements apportes aux coussinets de bogies de wagons de chemin de fer
US4483253A (en) * 1982-02-16 1984-11-20 List Harold A Flexible railway car truck
US4773335A (en) * 1986-10-20 1988-09-27 Thrall Car Manufacturing Company Train of highway trailers using improved railroad truck suspension
US4938152A (en) * 1975-08-28 1990-07-03 Railway Engineering Associates, Inc. Flexible railway car truck
US5027716A (en) * 1989-12-07 1991-07-02 National Castings, Inc. Stabilized swing-motion truck for railway cars
US5046431A (en) * 1988-12-15 1991-09-10 A. Stucki Company Railway truck
US5072673A (en) * 1989-03-24 1991-12-17 Usines Et Acieries De Sambre Et Meuse Bogie with a deformable underframe including an oblique faced friction wedge and direct engagement between bolster and side-frame
US5174218A (en) * 1967-11-02 1992-12-29 Railway Engineering Associates, Inc. Self-steering trucks with side bearings supporting the entire weight of the vehicle
AU635722B2 (en) * 1988-12-15 1993-04-01 Hansen Inc. Railway truck
US5222441A (en) * 1992-06-15 1993-06-29 Weber Hans B Fastening device for a railroad car truck rocker seat
US5241913A (en) * 1992-06-15 1993-09-07 National Castings, Inc. Reinforced bolster for a railroad car truck
US5463964A (en) * 1994-05-12 1995-11-07 National Castings Incorporated Rocker seat connection
US5544591A (en) * 1995-02-24 1996-08-13 Standard Car Truck Company Stabilized roller bearing adapter
US5682822A (en) * 1996-07-15 1997-11-04 Sunderman; John R. Railway car side bearing
US5802982A (en) * 1997-08-22 1998-09-08 Naco, Inc. Roll control mechanism for swing motion truck
US6142081A (en) * 1998-05-07 2000-11-07 Naco, Inc. Pedestal rocker seat for providing passive axle steering to a rigid railway truck
US6374749B1 (en) 1999-10-07 2002-04-23 Naco, Inc. Friction wedge for a railroad car truck having a replaceable wear member
EP1243495A2 (fr) 2001-03-21 2002-09-25 Meridian Rail Information Systems Corporation Bogie pour un véhicule ferroviaire
US20030041772A1 (en) * 2001-08-01 2003-03-06 National Steel Car Ltd. Rail road freight car with damped suspension
US20030172838A1 (en) * 2001-08-01 2003-09-18 National Steel Car Ltd. Rail road car and truck therefor
US6659016B2 (en) 2001-08-01 2003-12-09 National Steel Car Limited Rail road freight car with resilient suspension
US20040020403A1 (en) * 2002-08-01 2004-02-05 National Steel Car Limited Rail road car truck with bearing adapter and method
US20040261654A1 (en) * 2003-06-25 2004-12-30 Asf-Keystone, Inc. Railway truck suspension design
US7143700B2 (en) 2003-07-08 2006-12-05 National Steel Car Limited Rail road car truck and fittings therefor
US7255048B2 (en) 2001-08-01 2007-08-14 Forbes James W Rail road car truck with rocking sideframe
US20080272182A1 (en) * 2007-05-04 2008-11-06 Poly-Clip System Gmbh & Co. Kg Perforation method for protective casings, apparatus and film material for same
US7631603B2 (en) 2004-12-03 2009-12-15 National Steel Car Limited Rail road car truck and bolster therefor
US20100043668A1 (en) * 2008-08-19 2010-02-25 Bradken Resources Pty. Limited Rail car suspension damping
AU2009101305B4 (en) * 2009-12-21 2010-06-24 Cimc Rolling Stock Australia Pty Ltd An improved railway bogie and method of manufacturing the same
US20100162919A1 (en) * 2007-06-13 2010-07-01 Sct Europe Limited Suspension for a Rail Vehicle
US7775163B2 (en) 2004-12-23 2010-08-17 National Steel Car Limited Rail road car and bearing adapter fittings therefor
US7823513B2 (en) 2003-07-08 2010-11-02 National Steel Car Limited Rail road car truck
US8474383B1 (en) * 2012-08-31 2013-07-02 Strato, Inc. Transom for a railway car truck
US8893626B2 (en) 2012-08-31 2014-11-25 Strato, Inc. Wheelset to side frame interconnection for a railway car truck
US9216450B2 (en) 2011-05-17 2015-12-22 Nevis Industries Llc Side frame and bolster for a railway truck and method for manufacturing same
US9233416B2 (en) 2011-05-17 2016-01-12 Nevis Industries Llc Side frame and bolster for a railway truck and method for manufacturing same
USD753022S1 (en) 2014-12-05 2016-04-05 Nevis Industries Llc Adapter pad for railcar truck
USD753544S1 (en) 2014-12-05 2016-04-12 Nevis Industries Llc Adapter pad for railcar truck
USD753547S1 (en) 2015-05-13 2016-04-12 Nevis Industries Llc Adapter pad for railcar truck
USD753546S1 (en) 2015-05-13 2016-04-12 Nevis Industries Llc Adapter pad for railcar truck
USD753545S1 (en) 2014-12-05 2016-04-12 Nevis Industries Llc Adapter pad for railcar truck
US9346098B2 (en) 2011-05-17 2016-05-24 Nevis Industries Llc Side frame and bolster for a railway truck and method for manufacturing same
USD762521S1 (en) 2014-12-05 2016-08-02 Nevis Industries Llc Adapter for railcar truck
USD762520S1 (en) 2014-12-05 2016-08-02 Nevis Industries Llc Adapter pad for railcar truck
US9434393B2 (en) 2013-12-30 2016-09-06 Nevis Industries Llc Railcar truck roller bearing adapter pad systems
US9637143B2 (en) 2013-12-30 2017-05-02 Nevis Industries Llc Railcar truck roller bearing adapter pad systems
US9956968B2 (en) 2014-12-19 2018-05-01 Strato, Inc. Bearing adapter side frame interface for a railway car truck
US10173702B2 (en) 2015-09-09 2019-01-08 Westinghouse Air Brake Technologies Corporation Train parking or movement verification and monitoring system and method
US10358151B2 (en) 2013-12-30 2019-07-23 Nevis Industries Llc Railcar truck roller bearing adapter-pad systems
US10569790B2 (en) 2013-12-30 2020-02-25 Nevis Industries Llc Railcar truck roller bearing adapter-pad systems
US11414107B2 (en) 2019-10-22 2022-08-16 National Steel Car Limited Railroad car truck damper wedge fittings
US11807282B2 (en) 2020-11-09 2023-11-07 National Steel Car Limited Railroad car truck damper wedge fittings
US12291247B2 (en) 2013-12-30 2025-05-06 Nevis Industries Llc Railcar truck roller bearing adapter-pad systems
US12570334B2 (en) 2022-09-28 2026-03-10 National Steel Car Limited Multi-unit railroad car and railroad car trucks therefor

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DE8217321U1 (de) * 1982-06-16 1982-10-07 Waggonfabrik Talbot, 5100 Aachen Drehgestell
IT1182306B (it) * 1984-10-01 1987-10-05 Fiat Ferroviaria Savigliano Carrello per vagoni di treni merciveloci

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US1686564A (en) * 1928-10-09 Assiokktos
US1141436A (en) * 1914-10-20 1915-06-01 John A Turner Spring-bolster bearing for car-trucks.
US1787990A (en) * 1929-09-06 1931-01-06 John J Mcbride Side frame for car trucks
US2044971A (en) * 1933-11-21 1936-06-23 Bettendorf Co Railway car truck
US2387072A (en) * 1942-07-03 1945-10-16 Holland Co High-speed railway car truck
US2717558A (en) * 1950-05-04 1955-09-13 Nat Malieable And Steel Castin Car truck
US2737907A (en) * 1950-11-07 1956-03-13 Chrysler Corp Railway truck
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Cited By (120)

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Publication number Priority date Publication date Assignee Title
US5174218A (en) * 1967-11-02 1992-12-29 Railway Engineering Associates, Inc. Self-steering trucks with side bearings supporting the entire weight of the vehicle
US3844226A (en) * 1973-06-11 1974-10-29 R Brodeur Railway car truck
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DE2037575A1 (de) 1971-02-11
DE2037575C3 (de) 1979-09-13
DE2037575B2 (de) 1979-01-18
BE754299A (fr) 1971-01-18

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