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.

Abstract: 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.

Abstract: 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.

Abstract: 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.

Abstract: A railcar suspension assembly at each end of a railcar eliminates the use of a car body bolster and allows payload forces to be carried at railcar side sills into a cross-extending box-like section. The section has bearing wear plates attached to it directly over the truck sideframes so that the forces pass directly downward, into the bearing assembly which is attached to the bolster ends. The forces then are transferred into a conventional sideframe. The loading path allows the bolster to be made with a lightweight midsection and conventional ends having friction shoe pockets.

Abstract: A railway locomotive structure has a stabilized self steering bolsterless and pedestalless powered railway truck with a pivotable carbody beam connecting the truck frame with the carbody for low axle weight transfer and supplemental stabilizers in the form of rubber cushions connected with axle steering beams to aid stability in the steering action, particularly during straight ahead running. Hydraulic or friction damping of the suspensions and steering mechanism are also disclosed.

Abstract: An arrangement for locomotives and other railway vehicles having steerable or self-steering railway trucks, particularly motorized locomotive trucks, which incorporates axle height transfer of loads from the axles to the frame through connecting rods and steering beams connecting with the end axles. The steering beams are interconnected through upstanding torque tubes, cranks and a high level diagonal link extending over intermediate traction motors or other equipment. A bolsterless suspension of rubber pads supports the carbody with traction and braking loads being transferred through linkage including a carbody post carrying a short pivotally mounted carbody beam attached by connecting rods to an adjacent transom of the truck frame. The arrangement provides a compact and efficient force transfer system with low axle weight transfer while permitting interrelated self-steering action of the front and rear axles, but is also adaptable to forced steering truck arrangements.

Abstract: A self-steering railway truck is disclosed having a novel axle relating traction linkage connecting with the bearing housings of a separable suspension system having detachable spring seats shimable for height adjustment. The brake mechanism is mounted on the axle hung traction motors to maintain braking forces within the attached elements and avoid affecting the self-steering action of the wheel and axle assemblies.

Abstract: A self steering railway truck, especially a powered locomotive type, provides limited freedom for axle steering motion in the truck frame with a separate linkage of parallel rods and a steering beam for transmitting traction and braking forces to the truck frame. The linkages of two end axles are interconnected for equal and opposite motion to maintain stability and leave room for maintaining traction motors and brake equipment as well as separating effects from yaw and lateral axle motions.

Abstract: An exhaust silencer especially for turbo-charged diesel locomotives with a single exhaust outlet combines a straight through exhaust duct preferably diverging to recover velocity pressure and minimize back pressure with dual silencing means including a large expansion tank around the duct tuned to attenuate a fundamental low frequency exhaust noise peak and smaller reactive chambered means in the duct sized to attenuate a selected mid range of higher frequency exhaust noise. Various features are included.

Abstract: A compact exhaust silencer especially for use in diesel locomotives having a single exhaust outlet located in relatively close proximity to the roof of the engine hood. The silencer includes an offset duct having dual oppositely curved ninety degree bends, leading to a roof outlet opening and providing broadband high frequency sound level reduction, combined with a compact Helmholtz cavity-type resonator. The resonator consists of a chamber mounted near the first bend in the direction opposite the main duct offset and a connector tube extending from the side of the duct downwardly into the chamber and tuned with the cavity to the sound frequency at which maximum silencing is desired, preferably the predominant firing frequency in the engine noise spectrum at full speed and load.