Railway truck having equalizer-linked frame
AssigneeElectro-Motive Diesel, Inc.
InventorDavid J. Goding
Life of this patent
Estimating the term…
Abstract
A railway truck is disclosed for use with a locomotive. The railway truck may have a first axle with a first end and an opposing second end, and a second axle with a first end and an opposing second end. The railway truck may also have a plurality of wheels connected to each of the first and second axles, and an equalizer operatively supported by the first and second axles in a vertical direction and constrained relative to the first and second axles in a tractive direction. The railway truck may further have a frame, at least one spring located vertically between the equalizer and the frame, and a link pivotally connected between the frame and the equalizer and configured to transfer tractive forces between the frame and the equalizer.
Claims20
A railway truck, comprising:
- a first axle having a first end and an opposing second end;
- a second axle having a first end and an opposing second end;
- a plurality of wheels connected to each of the first and second axles;
- an equalizer operatively supported by the first and second axles in a vertical direction and constrained relative to the first and second axles in a tractive direction, the equalizer including a first generally planar outer plate spaced apart from a second substantially identical inner plate;
- a frame;
- at least one spring located vertically between the equalizer and the frame;
- and
- a link pivotally connected between the frame and the equalizer and configured to transfer tractive forces between the frame and the equalizer.
A locomotive, comprising:
- a car body;
- a bolster assembly configured to pivotally support the car body;
- and
- a truck having a first bogie and a second bogie pivotally connected to opposing ends of the bolster assembly,
- wherein each of the first and second bogies includes:
- a first axle having a first end and opposing second end;
- a second axle having a first end and an opposing second end;
- a plurality of wheels connected to each of the first and second axles;
- a first equalizer operatively supported by the first ends of the first and second axles in a vertical direction and constrained relative to the first and second axles in a tractive direction, the first equalizer including a first generally planar outer plate spaced apart from a second substantially identical inner plate;
- a second equalizer operatively supported by the second ends of the first and second axles in the vertical direction and constrained relative to the first and second axles in the tractive direction, the second equalizer including a first generally planar outer plate spaced apart from a second substantially identical inner plate;
- a frame;
- at least a first spring located vertically between the first equalizer and the frame;
- at least a second spring located vertically between the second equalizer and the frame;
- a first link pivotally connected to the frame and the first equalizer and configured to transfer tractive forces between the first equalizer and the frame;
- and
- a second link pivotally connected to the frame and the second equalizer and configured to transfer tractive forces between the second equalizer and the frame.
A method of transferring forces within a locomotive, comprising:
- providing equalizers located at opposing sides of the locomotive, each equalizer including a first generally planar outer plate spaced apart from a second substantially identical inner plate;
- transferring vertical and tractive forces from axles of the locomotive through housings to the equalizers;
- transferring vertical forces from the equalizers through springs to a truck frame;
- and
- transferring tractive forces from the equalizers through a pivotal link to the truck frame.
Dependencies are inferred from the claim text.