US1168363A - Antifriction-bearing. - Google Patents

Description

E. S. WOODS, DECD.

A. e. wncu. EXECUTGR.

ANTlFRiCTlON BEARING.

APPLICATION FILED APR. 18, 1913.

Patented Jan. 18, 1916.

EDVTIN' S. WOQDS, 0E CEICAGQ, EILLINGES; ALBERT WELSH, EX GUTOR OF SAID WOO-IDS, DECEASED, ASSIGNSE T0 ALBEEI HELGl-ll, TRUSTEE.

T 0 all whom it may concern:

Be it known that I, EDWIN S. 'Woons, a citizen of the United States, and a resident of Chicago, in the county of Cook and State of Illinois, have invented certain newand useful Improvements in Antifriction-Bearings; andl do hereby declare that the fol lowing is a full, clear, and exact description thereof, reference being had to the accompanying drawings, and to the letters of reference marked thereon, which form a part of this specification.

This invention relates to improvements in antifriction bearings and is shown herein as applied to a side bearing for railroad cars.

The bearing is of that type which includes one or more rocking or tippingantiziriction elements.

The invention consists of the matters hereinafter described and more particularly pointed out in the appended claims.

In the drawings :-Figure 1 is a view representing a central longitudinal section through a bearing embodying my invention and including a single antifriction element. Fig. 2 is a similar view illust 'ating a bearing containing a plurality of antiiriction elements. Fig. 8 is a view representing a top plan View of the bearing shown in 1 with the top plate of the casing removed. Fig. 4 is a view representing a vertical section through the bearing shown in Fig. 1 in a plane indicated by the line 4 l thereof.

Referring now to that embodiment of my invention illustrated in the drawings and particularly to that shown in Figs. 1, 3 and 4, 10 indicates a casing adapted to be attached to a car-bolster, in this case the body-- bolster of a car. Said casing consists of shell 11, open top and bottom and having parallel side walls 12, 12, downwardly and outwardly inclined end walls 13, 13, and horizontal end flanges 14, it at the top of the shell. The top of the casing is formed by a plate 15 which lies upon and isattached to the flanges 14, 14 and extends across and covers the opening in the top of the shell 11. The sides of the plate 15 are embraced by parallel vertical flanges 16, 16 formed on the top of the shell. Preferably the horizontal flanges 14, and the inclined end walls 13 of the shell are connected together and braced by means of webs 17, 17,

, 1513. Flertlal 2T0. 1,584.

in a familiar manner. The same bolts 18,

18 which connect the horizontal flanges of casing with the top plate thereof are ings, preferably of greater height than width.

23, 23. indicate trunnions located near the top of t is antifriction element above its cen-.- ter oi. gravity, and adapted for engagement with the rails 18, 18, so as to support the antitriction element pendulum-wise within the casing when the bearing is not transmitting load. I

The rails 18 are provided at the middle of the casing with ii-shaped notches 2i having downwardly inclined sides 25, 25 with the apex of the V in a transverse median line the casing. The bottoms oi the trunnions are likewise l shaped the same having inclined bottom faces 26, 26 which areparallel when the antifriction element is in vertical position to the inclined sides 25, 25 of the notches in the rails. Thus when the antifriction element hangs free with its trunnion engaged in henotches 24 of the rails, both inclined botto n faces of the trunnions will engage the inclined sides of the notches the rails and the ant ifriction element will thus be held against oscillatory or vibratory movement and resultant rattling or shifting in the casing.

The operation of my improved bearing is as follows: -When the parts between which it is interposed, that is to say, in this instance the bod and truck-bolsters. a a

preach each other so that the bottom rolling surface 21 is engaged by the truck bolster indicated by the line 2?), the antifriction element is lifted,.until its top rolling surface engages the top plate of the casing and said element is then rocked or tipped toward one or the other end wall of the casing depending upon which way the relative oscillatory movement of the bolsters drives it. When first engaged as above described so as to transmit load it assumes the position shown in full lines in Fig. l where its trunnions appear lifted from their position of engagement in the notches 24;. The rocking or tipping movement, if continued far enough, will bring the antifriction element into the position indicated by dotted lines in F ig. 1, where it is shown withone side in engagement with the proximate inclined end Wall of the casing which thus prevents further rocking or tipping movement of the element. In designing the 'bearing the end walls of the casing are so placed that when the antifriction element has rocked through the maximum angle of oscillation that'it is intended to have it will strike one or the other of the inclined end walls which act as stops to prevent its further movement.

When released from load the antifriction element will .drop until its V-shaped trunnions engage one side 25 of the notches in the rails whereupon it will swing as a pendulum on said trunnions and the trunnions will slide down on the inclined sides of the notches until the antifriction element comes to rest in its first described normal central position.

Instead of having but the one'antifriction element as described, the bearing may have a plurality of such elements, as shown in Fig. 2. In such case, the casing is provided with a plurality of chambers, there being a separate chamber for each antifriction element of the bearing. The casing is constructed substantially as before and comprises the shell 11 with side walls 12 and inclined end walls 13 and a top plate 15. vide space for chambers equal to the number of antifriction elements to be used, 6., to say in the case illustrated three chambers. The casing is divided into said chambers by means of V-shaped webs 29 which are preferablv made integral with the shell, 11. Said webs provide downwardly and outwardly inclined end Walls 30* for the several chambers in the casing. Intermediate the end walls of the several chambers the side Walls of thecasing are provided with rails 18 as before.

The shell is made long enough to pr0- 19 indicates three antifriction elements each suspended in its own chamber 19',

The operation isap'parently the same in the case of the plurality of antifriction elements as in the case of the single element. Each antifriction element of what we may call the multiple bearihga, is suspended in and confined in its respective chamber, and its vibratory movement limited by the in-" clined end walls thereof in exactly the same way as in the case of the bearing having the single antifriction element.

I claim as my invention:

1. In an antifriction bearing, containing a chamber having a side walls and downwardly and inclined end Walls, the side walls being provided near the top of the chamber with longitudinally extending rails provided ,with V-shaped notches having their apices in a transverse-median line of the chamber, and a single flat-sided antifriction element provided with trunnions located above the center /of gravity, said trunnions having V- acasing top wall, 65 outwardly shaped bearing surfaces for engagement with said notches.

2. In an antifriction bearing, a casing containing one or more chambers, each of said chambers having a top wall, side Walls and downwardly and outwardly inclined end walls, said side walls being provided with longitudinally extending rails provided with V-shaped notches with their apices in a transverse median line of the chamber, and'one or more fiat-sided antifriction elements, there being a single antifriction element in each chamber, each antifriction element being provided 'With trunnions above the center of gravity, said trunnions having V-shaped bearing surfaces adapted for engagement in said notches.

In testimony, tha't I claim the foregoing as my invention I aflix my signature in the presence of two witnesses, this 14th day of April, A. D. 1913.

EDWIN s. woons;

I/Vitnesses:

GEORGE E. WILKINS, KARL W. DOLL.

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