US1154202A

US1154202A - Railroad-car construction.

Info

Publication number: US1154202A
Application number: US86581114A
Authority: US
Inventors: John F O'connor
Original assignee: Individual
Current assignee: Individual
Priority date: 1914-10-09
Filing date: 1914-10-09
Publication date: 1915-09-21
Anticipated expiration: 1932-09-21

Description

PatentedSept. 21, 1915.

.fa/nj' 'CEN/zar BY ATTORNEY J. F. OCONNOR.

RAILROAD CAR CONSTRUCTION.

APPLICATION FILED OCT. 9. 1914.

WITNESSES:

JOHN F. OCONNOR, OF CHICAGO, ILLINOIS, ASSIGNOR 'IO WILLIA'II I-I. MINER, OF CHAZY, `NE`EV YORK.

RAILROAD-CAR CONSTRUCTION.

Application Viledctolcver 9, 1914.

To all whom it may concern.'

Be it known that I, JOHN F. OCoNNoR, a citizen of the United States, residing at Chicago, in the county of Cook and State of Illinois, have invented a certain new and useful Improvement in Railroad-Car Construction, of which the following is a full, clear, concise, and exact description, reference being had to ythe accompanying drawings, forming part of this specification.

My invention relates to improvements in railroad car construction and more` particularly to a device for limiting the swing of a car body upon the car trucks.

The object of my invention is to provide a device for resisting the swing.r of the car body in reference to the running gear .of the car.

In the drawing form-ing a part of this specification, Figure l Yis an .elevation of a truck and body bolster of a railroad car, illustrating` adjacent parts and disclosing the center pin device embodying vmy invention in position. Fig. 2 is an enlarged detail taken in section on line 2 2 of Fig. 1. Fig. 3 is a horizontal section takenr on line 3-3 of Figi. Fig. fl is a perspective view of the king pin.

Referring to the drawings, Vthe numeral 5 indicates a body bolster with the longitudinal sills 6 6 of the car under-frame resting thereon. The truck bolster 7 and spring plank 8 have mounted between them the springs 9 9. Side bearings .1Q-1'0- arre interposed between the truck 'bolster and the body bolster. The upper and lower members l1 and l@ thereof respectively, in preferable arrangement, have :more than the usual clearance between them. The .upper center plate 13 is of larger dimensions than the ,usual type, having the central bearing portion llland the transversely extended flanges 15-l5 suitably secured to the body bolster, preferably by the bolts 16-16, thus materially reinforcing the bolster along its central portion. The lower bearing plate 40 is suitably secured to the truck bolster, preferably by the rivets Zll--lL The king bolt 17, preferably circular in cross section,

extends downwardly from the body bolster.

center plate and is preferably integral therewith, the same projecting through the alined openings 18-18 in the truck bolster. The spring plank 8 is provided with oppositely Specification of Let-ters'Patent.

Patented. Spt. 21, 1915.

serial No. 365,811. i

arranged brackets 20-20, suitably secured to the flanges 21-21 thereof by suitable means, preferably the rivets 9.2-9.2, the said brackets being provided with slots 23-23 to receive the ends of preferably flat springs 2li-24, which pass through the horizontal openings 25-25 in the longitudinally movable sleeve 26. The brackets and springs hold the sleeve 26 in position in its relation to the spring plank, the said sleeve 26 being provided with a vertical opening 27 in which there is received, preferably loosely, the downwardly extended king bolt 17. rlhe slots 25 in the sleeve 26 preferably are outwardly flared at their ends to permit the suitable flexing ofthe springs on movement of the sleeve 26. In preferable construction, the pin 17 is provided below the truck bolster with an annular groove 28 into which is clamped, or otherwise suitably secured, a collar 29 to prevent the withdrawal of the pin from the truck bolster in the case of accidents and thus prevent the separation of the car body from the trucks l In ordinary constructions, where the side bearings are employed to resist the swaying movement of the car body, the friction occurs between the side bearing members of the body and truck bolsters and thus increases the resistance to the swiveling movement of the truck both when striking a curve and when leaving a curve. As will be apparent, this frictional resistance to the swivel movement is applied at a considerable distance from the center of the king pin, in ordinary practice about 80. This gives a long arm7 to the force resisting the swiveling movement and causes increased wear of the flanges on the wheels of the truck. Nith my arrangement, I do not depend upon the side bearing members to resist the swaying movement of the car body except under abnormal conditions but rely upon the king pin and its engagement with the spring plank. That is, tendency of the car body and its bolster to sway is resisted by the king pin, the lower end of which is prevented from lateral or sidewise movement by its operative engagement with the spring plank. While substantially the same amount of friction is generated whenever radiation occurs between the truck and the car body, in my arrangement as in the usual construction, yet it will be apparent that this friction is applied on a much shorter varm (approximately 2) and will thus have a much less effect in preventing the swiveling movement.

I claim l. ln a railroad car, the combination with a truck bolster, a body bolsterl and a spring plank, oi a king pin secured to the body bolster passing through the truck bolster and engaging the spring plank, said king pin swivellyconnecting the truck and body bolsters.

'2. ln a railroad car, the combination with a bodyv bolster, a truck bolster and spring plank ot an upper center bearing secured to the body bolster, the said center bearing having a downwardly projecting member passing through the truck bolster, said member being yieldingly held againstl horizontal movement by the spring plank.L

3. In a car, the combination with body and truck bolsters and spring plank, of a king pin 'extending from the body bolster through a relatively enlarged hole in the Y truck bolster and having its lower end operatively swivelly connected with the spring plank.

l. ln a railroadV car, the combination With the bolsters and spring plank, of an upper bolster bearing plate and a sleeve, the upper bolster bearing plate having a downward projection passing through the truck bolster and looseiyengaging the sleeve.

5. In a railroad car, the combination'with the bolsters and spring plank, of an upper bolster bearing plate and a sleeve, the upper bolster bearing plate having a downward projection passing through the truck bolster and loosely engaging the sleeve, the sleeve being loosely mounted on the spring plank.

Y 6.- ln a car, the combination with a body bolster, a truck bolster, center bearing plates secured to said bolsters, and a spring plank below said bolsters, of a king pin extending from the body bolster loosely through openings in the truck bolster and having its lower end in operative engagement with thevspring plank, the latter limitingV the sidewise movement of the lower end ofsaid king pin and thereby the swaying of the car body.

7. In a railroad car, the combination with the body and truck bolsters and vspring plank, of a body bolstericenter plate, a sleeve and springs the said center plate having a downward projection loosely engaging the sleeve, the springs engaging said sleeve to the spring plank.

S. In a railroad car, the combination with bolsters and spring plank, of a body bolster center plate, a sleeve, springs and brackets, the body bolster center plate having a down wardly projecting member Vengagingthe sleeve, the brackets being secured to the spring plank, the springs being held in posin tion by said lbrackets and engaging the sleeve. Y

9. In a railroad car, the combination with bolsters and spring plank, of a center plate, a sleeve and springs, the center plate having a downwardly projecting member engaging the sleeve, the springs passing through the sleeve and engaging said sleeve to the spring plank. Y

l0. In a railroad car, the'combinationw-ith bolsters and spring plank,-of a center plate, a sleeve and springs, the center plate having a downwardly projectingfmember engaging the sleeve, the springs being mounted at their ends in the'sprng plank, .thel sleevebeing positioned on said springs.

11V. ln a car, the combination with a body bolster, truck bolster, center bearing plates interposedv between said bolsters', and spring plank, of a king pin formed integrally with the center bearing plate attached to the body bolster, said king pin extending loosely through the truck bolster, a sleeve mounted on said spring plank and yieldable laterally thereof, the lower end of said king pin being swiveled in said sleeve. f'

. Jona r'. ocoanmi.

Witnesses:

CARRIE (l.v RANZ,

LUorLLn HIGGINS.

Copies of this `patent may be obtained for five cents each, by addressing the Commissioner of Patents,

Washington, D. C. l 'I