US1165206A - Six-wheel truck for railway-cars. - Google Patents

Description

J. A. PILCHER.

SIX WHEEL TRUCK FOR RAILWAY CARS.

APPLICATION HLED AUG. 16. 1913.

Patented 1 11.21, 1915.

2 SHEE1SSHEET 1.

J. A. PILCHER.

SIX WHEEL TRUCK FOR RAILWAY CARS.

APPLICATION FILED AUG. 16, 1913.

1,165,205. Patented Dec. 21, 1915 2 SHEETS-SHEET 2w srarns J'QHN A PI LQHEB 'OF ROANOKE, VIRGINIA.

fiaA-WHEEL TRUCK FOR RAILWAY-CARS.

Application filed August 16, 1913. Serial No. 785,143

To all zohom it may concern ae it known that 1, JOHN A. Pmonnn, a, :itizen of the Un ted States, residing at Koanoke, in the county of Roanoke and State of Virginia, have invented certain new and useful Improvements in Six-Wheel the springs I in trucks of the type having articulated side frames, such as shown and described in Patent #l,O54,697, Lewis-Pilcher, March 1th, 1913. In this and similar trucks it is necessary that the springs be located so that the centers of the groups come at a point approximately two-thirds of the distance between the middle axle and the outer ones. This entails limitations on the construction of the various parts that'are sometimes undesirable. In this invention I am enabled to overcome this difliculty,at the same time maintaining the equal distribution of the weight among the three axles.

In the drawings, Figure 1 represents a side elevation of the truck of my invention, Fig. 2 a partial plan View of the same and Fig. 3 a sectional elevation taken on the line A B, Fig. 2. 'FigsA and 5 represent in side and end elevations respectively the equalizing bar as used in the construction shown in F igs. 1, 2 and 3. F 1g. 6 is a transverse section of the truck taken on the line C D, Fig.

2. Fig. 7 is a side elevation of a truck having a modified form of equalizing bar and Fig. 8 shows, in side elevation, a detail of this modified form of equalizing bar. Figs. 9 and 10 are side and end elevations respec' tively of the hanger used with either form of equalizing bar. Fig. 11 shows a side ele- .other means might be employed without devation of the sideframe to which is secured the" middle journal box and one of the outer journal boxes and Fig. '12 shows a side elevation of the side frame to which is secured the other of the outerjourna'l boxes.

Referring now to the drawings in which like parts are given the same reference numbers wherever they. occur, 1 represents an outer truck Wheel, 2 a middle wheel and 3 one of the other outer wheels. These iyiheels 1, 2 and 3 as well as those on the opposite side of the truck are secured to the axles, 4:,

Specification of Letters Patent.

Patented Dec. 21, 1915.

5. and 6 in the customary manner and the axles are journaled in the customary journal boxes 7, 8 and 9. The side frames 10 and 11 are connected at their inner ends at 12 by any suitable form of knuckle joint so ar ranged that one side frame may have movement relative to the other by pivoting about 12, and by this articulation the various parts of the truck may readily respond to variations and irregularities in the condition of the track. To the side frame 10 is secured at its outer end by means of the bolts 13 and the tie bar'14 the journal box 7, while at its inner end the box '8 is secured to the said side frame 10 by means of the bolts 15 and tie bar 16. To the outer end of the side frame 11 is secured by means of the bolts 17 and tie bar 18 the journal box 9.

The weight of the car is carried on the truck center plate 19 which is integral with or secured to the truck bolster 20. At 21 are side bearings disposed to agree with the side bearings on the car body. The truck bolster is provided with arms 22 and 23 which extend outwardly through suitable windows 24 and 25 in the side frames 10 and 11. I These outwardly extending arms are provided withvertically disposed guides 26 and 27 which cooperate with similarly disposed guides 28 and 29 on the side frames 10 and 11. In

order that the bolster arms 22 and 23 may be entered through the windows 2 1 and 25 of the side frames the outer guides 27 are made detachable from the bolster.

While the bolster shown is in'the shape of I a platform casting yet it might be as readily made from structural or pressed steel and also I wish it to be understood that while the previously described method of entering and guiding the bolster arms in the side frames is a perfectly satisfactory one yet third of the distance from an outer axle to the middle axle, thus equalizing the loads equalizing bars 33 which extend from theside frame 10 to the side frame 11 and are hung from these side frames by links" 34:. The connection of the links 3% to the side frames is pivotal as shown at 35 as is also the connection of these links, to the equalizing bars at 36.

The spring seats" 32 are so disposed through the window openings 24 and 25 that the bottom of the spring seats will not ride on the top of the members 31 of the side frames. This allows the necessary movement of the links 34 and equalizing bars 33 and insures the bolster load coming on the-equalizing bars 33 and not directly oi the frames 10 and 11. It is now evident that ifthe points of connection 35 of the links 34; to the side frames be made at points longitudinally of the frames approximately one-third of the distance between an outer axle and the middle axle, the load of the bolster will equalize among the three axles,

no, matter at what position along the equalizing bars the spring loads are applied to them, provided of course that the loads on the equalizing bars are symn'ietrically disposed.

While in the drawings I have shown two equalizing bars at each side of a truck, one

disposed along either side of the two side frames, yet in some instances it might be advantageous to use a single equalizing bar at each side. Also, in some casesit may be desirable to alter the form of the equalizing bar to suit special conditions of design. Such an alternate arrangement is shown in Figs. 7 and 8 when the clearance under the middle journal box is not sufficient to admit of the construction shown in Figs. 1 to 6 inclusive. To meet such a condition I would make the equalizing bar in the form of two bell crank levers 37 and 38 with a tie bar 39 joining them at the bottom. The connection of the two bell crank levers at to may be pivotal or rigid as may also the connections 41 and 42 of the tie bar 39. But the connections 41 and 42 should preferably be such that the tie bar may be readily removed for dropping the middle axle which 'will necessarily extend out through the triangularly" shaped opening formed by the two inclined arms of the bell crank levers and the tie bar 39. In some cases, also, the equalizing bars will be placed above the side frames with the ends of the equalizing bars resting on the side frames or on rollers, in which cases the links 34 would not be required. In this -constru0tionthe spring loads would be transferred to the equalizing bars preferably by hangers or stirrups. Also, the articulated side frames might be made as simple beams extending either over or under the bolster and having the axle boxes secured to them. The bolster might either rest on the springs or be hung from them.

From this it is seenthat those skilled in the art might make various changes in the construction from that shown without departing from the spirit of my inventio-n.

Having thus described my invention what I claim as new and desire to secure by Letters Patent is, I I 1. In a six-wheel the combination with a bolster of springs for supporting the same, a plurality of axlestruck for railway cars,

to transfer the load from the springs to the said side frames. W I

3. In a six wheel truckfor railway cars the combination of a bolster, springs for supporting the same, articulatedside frames having op nings toreceive thesaidbolster and springs and further adapted to receive and supportthe axle boxes, and an equalizing bar adapted to transfer the load from the springs to the said side frames.

In a six wheel truck for railway cars the combination of a bolster, springs for supporting the same, articulated s ide frames having openings to receive the said bolster and springs, one of said articulated side frames being provided with means for securing thereto the axle boxes for the middle and one of the outeraxles and the other of said articulated side frames being provided with means for securing thereto the axle box I for the other .ofthe outer axles, and an equalizing, bar adapted to transfer the load i from the springs 'to the said side frames.

5. In a six wheel truck for ra lway cars the combination of a bolstensprings for supporting the same, articulated side frames having openings to receive the said bolster and springs, equalizing bars adapted to support the said springs and links adapted to transfer the load from theequalizing bars to the said side frames.

6. In asix'wvheel truck for. railway cars a plurality of axles and oil boxesin combination with a bolster, yielding"supporting means for said bolster comprising side vframes, eonializers and springs, the said side framesbeing supported by the said oil boxes,- the equalizers by the side framesand the bolster by -the said equalizers, and the said springs being interposed between the In testimony whereof I effix my signature said equalizeirs and the said1bo{sf1er, the said in presence of two witnesses.

side frames orming vertica si e ways for the movement of the said bolster 0n the said JOHN PILCHER' s springs, the said equalizers being disposed Witnesses:

along the sides of the said side frames and ROY K. BROWN,

having swinging connection therewith. HARRY B. WADE.

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