US1500118A

US1500118A - Railway car

Info

Publication number: US1500118A
Application number: US680603A
Authority: US
Inventors: Charles J Ellis
Original assignee: CINCINNATI CAR Co
Current assignee: CINCINNATI CAR Co
Priority date: 1923-12-14
Filing date: 1923-12-14
Publication date: 1924-07-08
Anticipated expiration: 1941-07-08

Description

4 C. J. ELLIS RAILWAY CAR Filed Dec. 14. 1923 4 Sheets-Sheet 1 C. J. ELLIS y RAILWAY CAR July 8 1924.

Filed Dec. 14, 1923 4 Sheets-Sheet 2 www C- J. ELLIS RAILwAY CAR July 8 1924.

4 Sheets-Shaft 3 Filed Deo. 14 1923 July s., 1924. 1,500,118

v C. J. ELLIS RAILWAY CAR Filed Dec. 14. 1923 4 sheets-sheet A /Nyfm roR may@ . CHARLES J.

Patented July 8, 1924.

UNITED STATES 1,500,118v4 PAT-ENT OFFICE. I

ELLIS, F CINCINNATI, OHIO, ASSIGNOR T0 THE CINCINNATI CAB OOI- PANY, OF CINCINNATI, OHIO, A CORPORATION 0F OHIO.

RAILWAY CAR.

Application med December 14, 1923. Serial No. 680,603.

To all whom it may concern:

Be it known that I, CHARLES J. Ems, a

`State of Ohio, have invented certain new anduseful Improvements in Railwa Cars, of which the following is a speci cation, reference being hadtherein to the accompanyuing drawing. 4

T 's invention relates to im rovements in railway cars, more particular y to means for preventing the side-swa of articulated cars, lthat is, cars whose jacent ends are supported by one truck common to both cars.

The rst object of this invention is to obtain the same control as to limiting the rolling or side sway of articulated cars that is obtained in unarticulated cars by means of the side bearings on the holsters; and to do this notwithstanding that the bolster of the articulated cars at or near its ends is n ot beneath the car body.

This object is carried into eiect through utilizing a vestibule mounted on adjacent .car platforms at two op osite sides of its center, in connection w1t a bolster which is beneath two intermediate op osite 'sides of the vestibule center, com ined with spring side-bearings whichexert their limitations to the side sway of the car bodies through the vestibule structure.

My organization consists, essentlally, of resihent's1de-bearings mounted on the truckbolster at oints under the vestibule and adapted to old the vestibule from swaying laterall and thereb to cause the vestibule to chec the llatera swaying of the car bod The vestibule overlaps the platforms of t e cars, so that the resistance the sidebear' offer against side swa ing of the vestibu e is thus transmitted to t e car platforms through the vestibule.

` In the accompanying drawings forming part of this specification, Fig. 1 is a transverse vertical view of the" truck, the vestihule and the end of a car, partly .in section and `rtly in elevation. 2 1s a partial plan view and horiuolita section of the truck, the vestibule and the adjacent platforms oftwo cars.

Fig. 3 is a longitudinal section through the truck, the platforms of two cars and of thevestibule.

Eig. '4 is a sectional view on the line adjacent 4.-4 of Fig. 1 showing the bolster, one of the resilient side-bearings, a portiera of the car platformsand of the vestibule. f

In the drawings the numeral `1 designates, generally, a railway car truck comprised of Wheels 2, and a bolster .3. The other details I do not show, because it is not essen- -tial to an understanding of this invention.

On this bolster is mounted a bearing plate 4 having two bearings sockets 5. In these sockets are mounted, respectively, the pivot trunnionl 6 of one car and the pivot trunnion 7 of the other car. These trunnions are formed with flanges or extensions 8, by which they are secured to the respective latforms, thus constituting trunnion plates.

ere are other features of this double bearing which are unnecessar to describe because this bearing itself orms no part of my invention and is merely shown and thus enerally referred to because it is the pre erred mode of articulating the cars with which my invention is designed to be used.

Referrmg now to the features which constitute this embodiment 'of my invention, the numeral 9 designates yokes mounted on the truck bolster, each near the outer end thereof. As seen in Fi 4, these yokes are secured by bolts 10 an are elevated somewhat above the bolster by blocks 11.. With each yoke is associated'y a pair cf springs, one of which, 12, I denominatejss a resistance spring and the other, 1t, pressure spring. Within these sprin isa rod 14 fitted with nuts 15, with washer' seats 16 interposed between the nuts and the springs to properly position the spring with reference to the rod. B preference I also use discs 17 against which the springs contact. It will now be observed that the resistance spring 12 acts to yieldingly anchor or maintain the rod 14 against the exertions of the pressure spring when the latter is compressed by theA movements of the vestibule, to be presently described. It will further be understood that this yoke, rodand these two springs constitute a resilient side-bearing carried by the bolster and located, as seen in Fi 2, at points under the vestibule between and somewhat remote from the platforms of theadjacent cars. 'Ihus I have. provided resilient side bearings which, as will presently appear, act on the vestibule, to cause it to react on the car platforms toresist sideswaying movements` of the cars.

Referring now to the vestibule and its relations to the car platforms, the numeral 18 designates the vestibule generally which is composed of a central base 19 underlaid with a reinforcing band 20, a top or roof 21 and curved side walls 22. The side walls terminate at convenient points such as shown at 23, toleave openings or doorways through which passen ers may travel from one car platform to t e other. The vestibule rests upon these platforms which are designated Z4 and are supported on the bolster 3 through the trunnions 6 and 7 as before pointed out.

Thus it will be understood that the vestibule rests upon4 and rides on the platforms and overlaps them at diametrical points, while at intermediate points the vestibule is acted on by the pressure springs 13, which exert a downward pressure on the Hoor 19 and tend to hold the vestibule in firm contact with the platforms, yet without preventing the platforms from changing their relative position to the vestibule when going around curves.

The springs press upward on the rods 14 and the resistance springs resist that pressure by holding downward on the bolts. Thus any force which tends to compress the pressure spring is yieldingly resisted not only by that spring but by the resistance sprlng, acting through the rod 14.

The forces which tend to create pressure a ainst the pressure springs are those forces wiich arise from the tendency of the cars to rock sidewise or undergo what is known as side-sway. When this takes place, the platform at the side which rises will tend to lift on the vestibule, but the pressure spring 13 on that side of the vestibule will `immediately resist this lifting tendency and hold down on the vestibule and in turn thereby hold down on the platform, with the result that the side-sway is checked or eliminated according to violence. And likewise any swaying of the carbody in the other direction, and tendency to lift the vestibule on the opposite side will be resisted by the action of the pressure spring on that side of the vestibule.

Thus it will be understood that the vestibule is resiliently but forcibly held down on the platforms as against any lifting movement of either side of either platform, due to side-sway. In the drawings,.see Fig. 2, the places 'where the lifting tendency of the platforms on the vestibule are indicated by the space between the letters a and b, c

, and d, as to one platform, and e and f and g and h as to the other platform. In other words, as the cars tend to rock laterall in side swa ing, the platforms are resiste by the vesti ule in the spaces from a to b and c to f, if the sway is from that side, and in the spaces from c to d and g to h, if the sway is from that side. I wish it to be particularly observed that although these resilient side bearings are at points somewhat remote from the car platforms and at places not under the platforms, but between them, still through the intermediary of the vestibule I utilize the resistance forces of these bearings in doing the ultimate thing of checking or eliminating the side-sway of the cars.

It will further be observed from Fig. 2, that there are four points of contact or vconnection between the truck bolster on the one part and the vestibule and two car platforms on the other part. Then that lall of these contacts or connections are flexible. Therefore, there is freedom of movement of the parts for the accommodation of the infinite number of relative positions they assume while travelling in use. Thus under all conditions the contingency of side-sway of the car body may be checked or prevented through the vestibule, the resilient side bearings and the car platforms while on the other hand there is perfect freedom of movement of each car respectively to the bolster.

Having thus fully described my invention, what I claim as new and desire to secure by Letters Patent is f 1. In a railway car, the combination with a truck bolster and cars articulated thereon, of a vestibule partly positioned over the latforms and partly over the bolster, any resilient side bearings acting between the bolster and the vestibule to cause the vestibule to resist swaying movementsor tendencies of the platforms.

2. In a railway car, the combination with a truck bolster and the platforms of adjacent cars articulated on the bolster, of a ves tibule forming a assageway from platform to platform, over aying parts of each platform and at intermediate portions overlaying the bolster, andresilient side bearings including springs which act downward on the vestibule to cause it to resist side-sway movements of the platforms.

3. In a railway car, the combination with a truck bolster and the platforms of adja. cent cars articulated on the bolster, of a vestibule forming a assageway from platform to platform, over aying parts of each platform and at intermediate portions overlaying the bolster, and resilient side bearings mounted on the bolster and including pressure springs which act downward on the vestibule and resistance springs which co operate with the pressure springs.

4. In a railway car, the combination with a truck bolster and resilient side bearin comprising yokes mounted on the'bolster, rods carried b the yokes, resistance sprin within the yo es acting downward on t e rods and pressure springs on the rods, of a vestibule within whlch the pressure springs are located and adapted to be pressed downward by said i springs, and car platforms atly located under portions of the vesti- 5. In a railway car, the combination with a truck bolster, of resilientt side bearings each comprising a yoke, a rod mounted therein, a resistance spring adapted to act downward on the rod and a pressure spring adapted to react u ward on the rod.

6. In a rallway'car, the combination with a truck bolster, of resilient side bearings located one vnear each end of the bolster and each comprising a yoke secured to the bolster, a rod mounted inthe yoke, a resistance spring acting at one end on. the yoke and at the other on the rod, and a pressure spring adapted to act at one end against a vestibule CHARLES J. ELLIS.