US1182705A

US1182705A - Car-truck.

Info

Publication number: US1182705A
Application number: US1493515A
Authority: US
Inventors: John A Pilcher
Original assignee: Individual
Current assignee: Individual
Priority date: 1915-03-17
Filing date: 1915-03-17
Publication date: 1916-05-09
Anticipated expiration: 1933-05-09

Description

J. A. PILCHER.

CAR TRUCK.

APPLICATION mu) MAR. 17. I915.

1,182,705. Patented May 9,1910.

Win/W 5. 1.W m (%.U).W

v Gum;

JOHN A. PILCHER, OF ROANQKE, VIRGINIA.

' CAR-TRUCK.

Specification of Letters Patent.

Patented May 9, 1916.

Application filed March 17, 1915. Serial No. 14,935.

To all whom it may concern Be it known that I, JOHN A. Pinciiicn, a citizen of the United States, residing at Roanoke, in the county of Roanoke and State of Virginia, have invented certain new and useful Improvements in Car-Trucks, of which the following is a specification.

This invention relates to car trucks, and the principal object thereof is to providean improved method of forming truck side frames of rolled sections.

Other objects are to provide an improved form of spacing members and of load-supporting members, and improved methods of securing the arch members to the truck 011 boxes.

\Vith these and other objects invention consists in the formation, combination and arrangement of elements as will be herein described and claimed.

This application follows the same lines and is supplemental to my co-pendmg application, Serial #13373 filed March 10, 1915.

In the drawings, Figure 1 is a side elevation of a portion of a truck embodying the present improvements. Fig. 2 is a partial plan view of the same and Fig. 3 1s a transverse section of the same taken on the line A-B, Fig. 1. Fig. 4 is a perspective view showing the method of securing the ends of the side frame arch members together and to the oil boxes. 7

Referring to these drawings, wherein like parts are similarly designated, 1 represents an ordinary truck wheel mounted upon one end of an axle It will be understood that a plurality of such axles with two wheels each occur, one only being shown for the reason that this form of truck construction is old and well known.

At 3 is a customary oil box, which, with its contained parts forms a journal bearing for the axle,2, and this also is of standard M. (l. B. construction.

The load of the car body is customarily carried on a center plate which is usually a part of a bolster. The bolster is usually supported on springs and the springs on a spring scat. which is in turn supported on a svstem of rollers. These parts are not shown in the present drawings, but referenee to the eo-pending application referred to above 'will show the form of construction just described. The truck side frame is in view the composed primarily of a top arch bar or compression member 9, a bottom arch bar or tension member 10, and a spacing member 11. The said top and bottom arch members have spaced, vertical relationship with each other at the central portion, and at the ends they converge and are co-actingly secured together so as to complete the triangle of members for truss action in the frame.

The spacing member 11 is detached from the top and bottom arch bars so as to permit these arch members to be made of standard rolled sections, and is made of U-shape when viewed in side elevational view, the

legs

12 and 13 thereof forming tie members between the top and bottom arch members, or between the top arch bar and the bottom of the member 11, being secured to the top arch bar by means of the rivets 11, and in the present instance to the bottom portion 18 of the member 11 by means of the rivets l. The bottom portion of the spacing member 11 is then secured to the bottom arch member 10 by means of the rivets 15 and the clips 5. The U-shape of this spacing member 11 provides a central opening 16 which serves to admit the springs and roller seat as well as the ends of the bolster, and the sides of the tie members 12' and 13 form wearing faces 17 for cotiperation with the adjacent sides of the bolster.- The bottom portion 18 of the spacing member 11 is adapted at 6 to form roller seats, thus serving as a load-receiving means for the load from these rollers, which load is transmitted in turn through the bottom of this portion of the spacer to the arch member construction of the truck.

The present invention, like the invention embraced in the co-pending application previously referred to, has a particular object to provide means to relieve the bottom arch member of all bending loads and to relieve the

tie members

12 and 13 of a large portion of the load which they ordinarily carry, such as described in the co-pending application. The space available will sometimes prevent the construction shown in the previous application, hence to perform this in the present instance the central portion of the bottom arch member is made straight at 7, and this straight portion terminates at each end in intermediate curved portions 19. From the curved portions, the straight, upwardly inclined, tangential ends 20 ex- It has already been explained how the bottom portion of the spacer 11 serves as a load-receiving member. This portion 18 is adapted to transmit such load in turn to the arch members of the truss to and through and the top arch bar 9 only, the rivets the bottom arch member 10, and in order to transmit such load to the bottom arch member 10 Without inducing bending stresses therein, the load-receiving member 18 is supported near its ends at, 8 upon the curved portions 19 of the bottom arch member, and the structure 18 forms a beam, longitudinally of the truck, spanning the distance from one curved portion 19 to the other. Thus the load from the member 18 will be carried by the bottom arch member upon the curved portions 19 only, and such loads will be transmitted to the bottom arch member in directions radial to the curved'portions thereof, and no bending stresses will be induced in the bottom portion of the member 10., for the member 18 is not securely riveted or fixed to the bottom arch member along its length but in effect merely rests thereon, the clips 5' and rivets 15 functioning as means for preventing a dis-arrangement of the parts when in use rather than to rigidly secure these parts together. It is in reality preferable that this fastening should allow some slight longitudinal slip between the bottom arch member and the member 18.

In order to insure that the curved portions 8 of the member 18 will bear on the curved portions 19 of the member 10, the casting 18 may be cut slightly away over the flat portion 7 as at 33. In order further that the member 18 may be properly seated on the bottom arch bar andthat the load will be imparted to the full length of the curved portions, leaving no unsupported portion of the member'10 out of line with the tension loads, the member 18 extends slightly beyond the curves 19, being made with short, v straight, tangential extensions 22, which coincide with the tangential portions 20 of the bottom arch bar.- Thus the bottom ortion of the spacing member forms means or transferring the load to the bottom arch member as dlrect stresses, and furthermore the

tie members

12 and 13 serve now only to take care of the upward reaction due to the angularity of the top arch bar at 23, hence the tie members act; in reality between the load-supporting portion 18 and the clips 5 serving as binders only. In order to, restain the oil boxes from longitudinal movement and at the same time to take up any load due to the bending arch bars,overthe oil boxes, the tie members 25 are supplied extending from the oil boxesto the truss proper. The oil boxes of the a thus form in some instances a part of the truss structure. The. tie members 25 also brakes are applied to the wheels. These tie members 25 are ordinarily attached to the oil boxes by means of the box bolts, but in the truck depicted no box bolts are required,

hence the small bolts 26 are supplied for the attachment of the box 3 to the tie bar 25. At 24 I have shown means for attaching this box tie member 25 to the spacing member 11, thus providing means through this spacing member for securing the bottom of the oil boxes to the truss members without weakening the bottom arch member by cutting unnecessary holes in the same, it frequently happening that the fastening such as the rivets 15 and" clips 5 are not in a correct location to serve as securing means for the bars 25 also. However, such construction might in some instances be used as indicated at the left in Fig. 1.

It has furthermore been customary in arch bar trucks to bring the top and bottom arch members together over the oil boxes and co-actingly secure these members together by means of the ordinary box bolts.

'The disadvantage of this form of construc- 10 is made of two parts 27. These terminate in the transversely pierced enlargements 28, which coincide and register with the hole in the enlargement 30.

- a The portions 27 of the bottom arch member 10 are disposed, transversely of the .truck, in spaced relationship with each other, and the intervening space at the ends is occupied by the end of the top arch member. box 3 are ears 34 which are in spaced relation with each other transverselyof the truck, and the space between these ears is adapted to admit the-assembled ends of the arch members. These ears are likewise pierced with the transverse holes 29 which coincide and register with the holes in the ends of the arch members. these holes are brought into registry and the pin 31 inserted, it will be seen that the ends of the arch members are by this pin coactingly secured together a time and by the same means the oil box is secured to the side frame. It will be seen further that the pin 31 is in double shear, both for the truss connection and for the oil box connection, these results being a t tained by the use of the two-part bottom tie member and the two "cars on the oil boxes. For transmitting the load of the car verti- Cast integral with the top of the oil When all ofserve to restrain the oil boxes when the at the same cally to the oil boxes the

enlargements

28 and 30 preferably rest on a suitable portion of the oil box. The loads are also centrally equalized by means of this bifurcated arrangement. The use of the two-part bottom arch member further allows the tie member 25 to be passed between the portions 27, so that the attachment 24 to the spacing member 11 may be made at any desired height and in a convenient manner. A further advantage of the two-part bottom arch member will be seen in referring to the construction of the bottom portion 18 of the spacing member 11. It will be recollected that the portion 18 must serve as a beam longitudinally of the truck, and it is furthermore the object to provide such a structure so that the beam action will be entirely independent of the bottom arch member, that is, that the metal of the portion 7 of the bottom arch member shall not be called on to serve as a portion of the beam. In many instances the space is limited for this member 18, and such limited depth makes it dillicult to secure a proper or suitable strength. The spaced relationship of the two portions of this bottom arch member allows a portion 35 of the casting 18 to be passed down between the bars 27, whereby greater depth is obtained for the beam 18 without relying on the bottom arch members to assist in the beam action.

The spacing member 11 is shown in the present application as a three-part casting suitably secured together, although it might be made otherwise. Also the customary brake hanger brackets 32 are shown as cast integral with the tie portions of this spacing member.

It will be seen that those skilled in the art might make alterations in the embodiment of my invention within the scope of the claims without departing from the spirit thereof.

Having thus what I claim is:

1. In a car truck, a side frame comprising a top arch member, a bottom arch member in spaced vertical relationship therewith, and a detached central spacing member therebetween, the said spacing member being of U-shape, the vertical legs of the U being secured to and forming tie members between the said arch members, the said bottom arch member embodying a straight, central portion terminating in intermediate curved portions with straight, upwardly inclined, tangential ends extending therefrom to the ends of the said top arch member and being co-actingly secured to said ends of the top arch member, the bottom or transverse member of the said U-shaped spacing member being disposed longitudinally of the truck and being adapted to form a load-receiving seat, the said spacing member bedescribed my invention,

ing supported by the said tension member and forming an independent beam spanning from one of said curved portions of the. said bottom arch member to the other, and being thereby adapted to transmit the load thereto as direct tension strains only and at the said curved portions only.

'2. In a car truck, a side frame comprising a top arch member, a bottom arch member in spaced vertical relationshi therewith, and a detached central spacing member therebetween, the said spacing member being of U-shape, the said bottom arch member embodying a straight, central portion terminating in intermediate curved portions with straight, upwardly inclined, tangential ends extending therefrom to the ends of the said top arch member and being co-actingly secured to said ends of the top arch member, the bottom or transverse member of the said U-shaped spacing member being disposed longitudinally of the truck and being adapted to form a load-receiving seat, the said spacing member being supported by the said tension member and forming an independent beam spanning from one of said curved portions of the said bottom arch member to the other and being thereby adapted to transmit the load thereto as direct tension strains only and at the said curved portions 9 only, the vertical legs of the U-shaped spacing member being secured to and forming ties between the said top arch member and the load-receiving portion thereof.

3. In a car truck, a side frame comprising 100. a top arch member, a bottom arch member in spaced vertical relationship therewith, and a detached central spacing member therebetween, the said spacing member being of U-shape, the vertical legs of the U 105 being secured to and forming tie members between the said arch members, the said hottom arch member embodying a straight,

central portion terminating in intermediate curved portions with straight, upwardly inclined, tangential ends extending therefrom to the ends of the said top arch member and being co-actingly secured to said ends of the top arch member, the bottom or transverse member of the said U-shaped spacing member being adapted to conform to and bearing upon the curved portions only of the said bottom arch member, and being further adapted to form a load-receiving seat.

4. In a car truck, a side frame comprising a top arch member, a bottom arch member in spaced vertical relationship therewith, and a detached central spacing member therebetween, the said spacing member being of U-shape, the vertical legs of the U being secured to and forming tie members between the said arch members, the said bottom arch member embodying a straight, central portion terminating in intermediate curved portions with straight, upwardly inclined, tan- 18-0 gential ends extending therefrom to the ends of the said top arch member and being coactingly secured to said ends of the top arch member, the bottom or transverse member of the said U-shaped spacing member being adapted to form a load-receiving seat, the said spacing member being supported by the curved portions of the said bottom arch member and being adapted to transmit the load thereto in directions radial to the said curved portions, the bottom member of the said spacing member forming a beam, longitudinally of the side frame and between the curved portions of the said bottom arch member thereof, independently of the said bottom arch member.

5. In a car truck, a trussed side frame comprising a top compression member, a bottom tension member and a detached central spacing member therebetween, the said spacing member being further adapted to form a load-supporting seat and being secured to the said top and bottom members and being supported upon the said bottom member, the said bottom member embodying a straight central portion terminating in intermediate curved portions with straight, upwardly inclined tangential ends, the said curved portions being adapted to co-act radially with correspondingly shaped portions of the said spacing member as load-receiving points on the said bottom member, and means for coactingly securing together the adjacent ends of the said compression and tension members.

6. In a car truck, a trussed side frame comprising a top compression member, a detached central spacing member, and a bottom tension member, the said tension member embodying a straight, central portion terminating in intermediate curved portions with straight, upwardly inclined, tangential ends extending from said curved portions to the adjacent ends of the said top compression member and being co-actingly secured thereto, the said spacing member being of U-shape with the bottom thereof adapted to form a load-receiving member, the said spacing member being supported at its ends upon the said curved portions of the tension member and forming means for imparting the load to the said truss to and through the said tension member in directions radial to the said curved portions.

7. In a car truck, a trussed side frame comprising a top compression member, a detached central spacing member, and a bottom tension member, the said tension member being made in two parts having spaced transverse relationship with each other, the bottom portion of the said spacing member constituting a load-receiving member and forming a beam supported upon the said bottom tension inember at spaced points longitudinally thereof, the said beam portion termediate curved cent ends of the said top arch 'being co-actingly secured thereto, a loadcomprising a top compression member, a

detached central spacing member, and a bottom tension member, the said tension member embodying a straight, central portion terminating in intermediate curved portions with straight, upwardly inclined, tangential ends extending from said curved portions to the adjacent ends of the said top compression member and being co-actingly secured thereto, the said spacing member being of U-shape with the legs thereof forming ties for the said top member and with the bottom thereof adapted to form a loadreceiving member, the said spacing member being supported wholly at its ends and upon the said curved portions of the tension member and forming means for imparting the load to the said truss to and through the said tension member in directions radial to the said curved portions.

9. In a car truck, a trnssed side frame comprising a top compression member, a detached central spacing member, and a bottom tension member, the said tension member embodying a straight, central portion terminating in intermediate curved portions with straight, upwardly inclined, tangential ends extending from said curved portions to the adjacent ends of the said top compression member and being co-actingly secured thereto, the said spacing member being of U-shape with the legs thereof forming ties for the said top member and with the bottom thereof adapted to form a load-receiving member, the said spacing member having curved bottom faces at its ends adapted to rest on the said curved portions of the tuition member, the bottom portion of the said spacing member forming a beam longitudinally of the truck independently of the said tension member and between the said curved portions of the said tension member.

10. In a car truck, a side frame comprising a top arch member, a bottom arch member in spaced vertical relationship therewith, the bottom arch member embodying a straight, central portion terminating in inportions with straight, upwardly inclined, tangential ends extending from said curved portions to the adja- Ihember, and

and be supported by supporting beam portion extending long' tudinally of the said bottom arch member from one of the said intermediate curved portions thereof to the other and being supported on said curved portions, and tie members secured to and forming tension members between the said beam portion and the said top arch member.

11. In a car truck, a plurality of axles and oil boxes, a side frame supported at its ends upon the oil boxes of adjacent axles, said side frame comprising top and bottom arch members in spaced vertical relationship with each other at their central portions and having spacing means therebetween and converging at their ends to points over the said oil boxes, the said bottom arch member being formed of two parallel and laterally-spaced members at the ends, the ends of the said top arch member being disposed between the adjacent ends of the said bottom arch member, spaced lugs on said oil boxes, holes transversely of the truck through the said spaced lugs of the oil boxes and the ends of the top and bottom arch members, said holes being in registry over the said oil boxes, and pins adapted to co-actingly connect the said arch members and the said oil boxes.

12. In a car truck, thecombination with a plurality of wheels, axles and oil boxes of a trussed side frame supported at its ends upon the oil boxes of adjacent axles, the said side frame comprising a top compression and a bottom tension member, the said compression and tension members being coactingly secured together at their ends and being disposed in spaced vertical relation-' ship with each other at their central portions and with spacing means therebetween, the said bottom tension member being composed of two portions in spaced transverse relationship with each other, means forsecuring the ends of the said compression and tension members to the oil boxes, and a tie strap secured at its outer end to an oil box and at its inner end to the said spacing means, the said tie strap being disposed between thesaid spaced portions of the said tension member.

In testimony whereof, I aflix my signature in presence of two Witnesses.

JOHN A. PILCHER. Witnesses:

Roy K. BROWN, Roar. H. PERSINGER.