Electro-motive Diesel, Inc.

Gm Global Technolgoy Operations, Inc.

Amsted Industries Inc.

David Jason Goding

V Terrey Hawthorne

Dwight A Blaser

Mostafa Rassaian

Xiaoying Ma

Hans-Dieter Schaller

Karl U Ingard

Wojciech Rulewicz

Remigio R Ramos

A steering system for a locomotive truck may include a first axle and a plurality of primary bearing adapter assemblies, each primary bearing adapter assembly may include a bearing adapter and a swiveling back plate, wherein each bearing adapter may be disposed around the first axle.

Locomotive truck steering system

A frame for use with a railway truck having a plurality of support springs is provided. The frame may have a bottom section with a plurality of first openings configured to receive the plurality of support springs, and a middle section welded to the bottom section. The frame may also have a top section spaced apart from the bottom section and welded to the middle section. The top section may have a plurality of second openings configured to register with the plurality of first openings in the bottom section, and a plurality of protrusions extending away from the middle section at the plurality of second openings to enclose exposed ends of the plurality of support springs.

Fabricated frame for railway truck

A two-axle sub-truck is disclosed. The two-axle sub-truck may include a first axle and a second axle. The two-axle sub-truck may also include a first traction motor located between the first and second axles and a second traction motor located outside the first and second axles.

Railway truck having bolster-suspended traction motor

A railway truck is disclosed for use with a locomotive. The railway truck may include a first axle, a second axle, a plurality of wheels connected to each of the first and second axles, a frame connecting the first and second axles, and a bolster assembly pivotally connected to the frame. The railway truck may also include a traction motor configured to drive the first axle. The railway truck may further include a torque reaction link connected between an end of the bolster assembly and a side of the traction motor.

A railway truck is disclosed for use with a locomotive. The railway truck may include a first axle, a second axle, a plurality of wheels connected to each of the first and second axles, a frame connecting the first and second axles, and a plurality of traction motors. The railway truck may also include a bolster assembly pivotally connected to the frame. The bolster assembly may include a hollow bolster having an inlet and a plurality of outlets in communication with the inlet. The plurality of outlets may generally correspond to the locations of each of the plurality of traction motors. The hollow bolster may also include a flexible bellow extending between each of the plurality of outlets and each of the plurality of traction motors.

Railway truck having ventilated bolster assembly

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.

Railway truck having equalizer-linked frame

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. The railway truck may further have a frame, at least a first spring disposed vertically between the equalizer and the frame and configured to transfer vertical forces from the equalizer to the frame, and at least a second spring located on a side of the frame opposite the first frame and configured to transfer vertical forces from the frame to a bolster assembly.

Railway truck having spring-connected equalizer and frame

A frame for use with a railway truck may have a pivot housing, a first arm member extending outward from the pivot housing and having opposing distal ends, and a second arm member substantially identical to the first arm member and extending outward from the pivot housing opposite the first arm member. Each of the first and second arm members may have a generally planar upper plate, a generally planar lower plate, and plurality of webs vertically disposed between the generally planar upper and lower plates. An upper surface of the pivot housing may be generally co-planar with the generally planar upper plates of the first and second arm members.

Frame for railway truck

A railway truck is disclosed for use with a locomotive. The railway truck may include a first axle, a second axle, and 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. The railway truck may also include a frame having a top side configured to face a bolster assembly and a bottom side configured to face a track. The railway truck may further include a longitudinal traction link pivotally connected between the frame and the equalizer above the top side of the frame.

Railway truck having traction link

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, a first bearing assembly positioned at the first end of the first axle, and a second bearing assembly positioned at the first end of the second axle. The railway truck may further have an equalizer having a first end vertically supported by the first bearing assembly and a second end vertically supported by the second bearing assembly, and at least one pin connecting the equalizer to the first and second bearing assemblies and configured to transfer tractive forces between the plurality of wheels and the equalizer.

Railway truck having axle-pinned equalizer

An arrangement for self-steering, radial bogie, truck or vehicle frame for locomotives and other railroad vehicles, which includes steering beams for and located behind their respective leading and trailing wheelsets, and whose rotary motions are coupled by an inter-axle link to provide opposite transverse movement of the first and third wheelsets upon traversing curves.

Arrangement of radial bogie

An arrangement for self-steering, radial bogie, truck or vehicle frame for locomotives and other railroad vehicles, which mount unitized brakes to steering beams located either ahead and/or behind their respective leading and trailing wheelsets.

Radial bogie with steering beam mount unitized brake

A variable spring group for a railcar wheel truck assembly, which spring group has independent variable rate control springs for biasing snubber assemblies of a bolster in the wheel truck assembly, with the spring group having a first linear spring rate at an empty-railcar condition and a second linear spring rate at a loaded railcar condition that is at least five times as great as the empty-car spring rate, and the control springs are variable rate springs with a first and empty-railcar rate and a second and loaded-railcar spring rate, which is about twice the empty car control spring rate.

Spring-pack assembly for a railway truck bolster assembly

A structural device is attached to each sideframe pedestal jaw of a railcar truck wherein the bearing adapter is joined to the sideframe and is prevented from rotating within the pedestal jaw opening. The bearing adapter inboard and outboard faces maintain a parallel relationship with the sideframe inboard and outboard faces during operations, including curving, thereby causing the truck axles to remain at a right angle with respect to the sideframes. Maintaining this right angular relationship substantially curtails truck wheel misalignment, which directly effects truck hunting and curving.

Device for improving warp stiffness of a railcar truck

A pair of opposed positioning lugs are attached to respective front and rear pedestal jaw walls of a railcar truck sideflame. The lugs are interposed between said respective jaw wall and the truck axle bearing assembly, laterally extending across the width of the sideframe pedestal jaw. The lugs function to independently maintain each axle in a right-angular relationship with respect to the truck sideframe when the sideframe travels upon linear track. Without the positioning lugs, each of the axles can potentially contact either of the pedestal jaw walls even when the truck travels upon linear track. This is due to the casting variances in the longitudinal length of each sideframe comprising the truck. When this type of truck negotiates a curve, an axle can be in contact with a pedestal jaw wall during linear truck travel to prevent the truck from steering as it was designed. The positioning lugs require widening of the longitudinal distance between the pedestal jaw walls before they can be installed; this ensures proper tolerances. Each of the positioning lugs is located on the axle longitudinal centerline and is preferably machined from the as-cast pedestal jaw material and when the truck proceeds onto a linear section of track, the positioning lugs will assist the axle back into a right-angular relationship between it and the sideframe. The positioning lugs can also be made from metallic shims welded to the pedestal walls.

Growing community of inventors

Palos Park, IL, United States of America

David Jason Goding