US1600425A - Lateral-motion driving box - Google Patents

Description

y mf/@W Sept. 21 1926.

c. F. PRESCOTT LATERAL MOTION QRIVING BOX Filed Jan. 6, 1925 3 Shoe ts-Sheat 1 A TTORNEYS sept. 21 ,1926.

c. F'. PREsco'rT LATERAL MOTION DRIVING BOX Filed Jan. 6. v1923 3 Sheets-Shen 2 imm/fs; aww

, n; fm A TTORNE Y 5 Sept. 21 1926.

c. F. PREscoTr LATERAL MOTION DRIVING BD X Filed Jan. 6. 1925 3 Sheets-Sheet 5 i WNTOR M .1; A TTORNEYS Patented Sept. l 21, k1926. j

CHARLES F. rltnsco'r'r, or BROOKLYN, new YoitmAssrGNoR To FRANKLIN BAIL- WAY SUPPLY COMPANY, A conronA'rioN or DELAWARE;

Y LATERAL-MOTION DRIVINGv BOX.

Application led January 6, 1923l kSerial 611,610.'- i

My invention relates to lateral motion devices i'or'the driving or axle boxes of loco-y motives and other rail-way vehicles, whether associated with pivoted trucks or with other forms of carriage.

construction shown in United States Patent No. 1,181,194, issued to Riegel and lVood ardk on May 2, 1916, (which `may be taken Aas exemplifying the lateral motion appliances in general use), and is intended to meet the same general conditions. the form of embodiment of my invention here set forth somewhat resembles the con- `struction shown and described in the vapplication of Woodard, Serial No. 422,248, filed in the U. S. Patent Oliice November 6, 1920, now Patent No. 1,452,862, granted April 24, 1923, and is'designed to realize the ysame 'general results, the embodiment of'my invention here set' forth also presentsl important distinct-ions and advantages of'its own, as will readily be seen hereinafter.l

Besides simplicity and relative lightness, economy in construction and installation, easy adaptation to new or old locomotives with minimum change in adjacent parts,

vand various advantages in action such as' keeping the load central on the driving boxes and requiring only one drivingbox to defleet laterally at a time, my present invention aims `to simplify and facilitate manufacture and accurate finishing of important partsyto facilitate adjustment of parts, both for proper and harmonious cooperation in general, and for taking up wear; and to minimize. the wear and prolong the useful life of various parts. Y

How these and other advantages can be realized in a novel manner through my present invention will appear from my de'- scription hereinafter of the best embodiment of the invention known to me.

In the drawings, Fig. 1 is a fragmentary side view, partly in section, ofa railway vehicle axle and its axleboxes, illustrating the application ot my present invention thereto. F ig. 2 is a corresponding plan view, with certain parts broken awa-y -or omitted.

Fig. 3 is a view toward one of the wheels a from the inside, with certain parts in sec-. tion as indicated by the line 3e-3 in Fig. 1.

Fig. 4 is a view similar to Fig. 1 `illustrating certain modifications.

Fig. 5 is a corresponding view lsomewhat The invention has the vsame general objects and purposes as the While similar to Fig. 3, with certain parts insecj tion as indicated by the line 5-.-5 in Fig. 4.

Referring to Figs. 1', 2 vand 3, it will beA seen'that in .the present instance my invention is shown applied to a locomotive in con,- nection with the driving wheels of its'main' wheels of accessory carriagesl or trucks..

lThe locomotive side frames illustrated are kof carriage (so to term it), rather than with:

tom rails B, and vertical pedestal jaws C f for the vertical movement or pla driving boxes D. The pedestals (1y oi. the may be.`

provided with the usual shoe and wedgev means e and# or their equivalents-for properly guiding and sustaining` the driving or axle boxes D, which ,rest on the axle G of the driving wheels H. Except as hereinafter described, theparts D, G and H may be of standard or any other suitable type and construction. As shown, the outer and inner iangesz' and j ofthedriving boxes D are spaced apart to afford clearance for such lateral Vmovement of the boxes in the sign and the intended conditions of service,

andthe outer wear faces of the `boxes afford lateral thrust bearing at 7c for the hubs of? the drivers. Adue proportiony of the lo'ad of the vehicle weight, etc., vis transmitted to the axle boxes D through the usual spring rigging structure L. and otherparts vnow soon to be described.'

yIn practice, of course, the pedestal `jaws C may be' closed at thev bottom withthe usual pedestal frame binder or tie, and the usual lubricating and other accessory parts may be provid-ed: these, however, are all omitted from the drawings, to avoid confusion.

In the present instance, the load is trans# mitted from each spring rigging structure L to the corresponding'driving box Dat different points lengthwise lof the axle Gr, through a saddle 15 whose depending' leg portions 16, 17 straddle the top rail A and thus hear on the box D at opposite sides of the frame. `The clearance between 'the' saddle 15 and the top rail A; permits thev saddle to .ride up and down (relative to ther frame) with the movement of the box D `due l to inequalities of the track, and theflexie bility .and looseness at joints of the spring n rigging permit the saddle to rock slightly. `As y a fore and aft seat or socket 18 of appropriate length to take a projection at the lower end of ,said leg. The shorter inner leg 17 normally bearssolidly on the box D, as already intimated; but between them extends one end of leverage means 20 pertaining to the lateral motion device. Ask here shown, the leg 17 rests on the box D only and entirley through the interposed laterally extending arm 21 of the leverage 20. ln the present instance, also, the saddle leg 17 has feet 22, 22 separated in correspondence Ywith the diameter of the axle G, and the leverage means 2O comprises a pair of correspondingly located centering levers fulcrumed at 23, 23 on brackets 24, 24 projecting inward from the box D. Each saddle 'foot 22 rests or bears directly in a fore and att seat or socket 25 in the lever arm 21, of appropriate length Yto take a vprojection at the bottom ot the Jfoot.

As shown, the levers20, 2O are fulcrumed in the following manner: that is to say, each bracket 24: has a cylindrically rounded bea-ring seat 2T in its upper end, extending tere and att ot the locomotive, and each lever 20 has a similar seat 28 in its lower side ;v and the fulcrum 23, 'in the form of a cylindrical roller with enlarged heads or shoulders 29 at its ends, lies loose between these seats 27 and c 28 with its heads enea-@ed at either side et on the ball 3l.

bracket andl lever .so as to prevent displacement .of these parts fore and aft of the locomotive.

rolle-r 23, so as to permit some rolling action when the lever 20 rocks, and reduce 'friction and wear.

It has already been mentioned that one lever arm 21 extends horizontally outward to engage the corresponding saddle toot 22.

As shown in 1, the other lever arm 81 curves and extends downward from the fulcruin, still to one side of the axle G, and, indeed, substantially in the same transverse plane as `Vthe arm 21. For this depending arm-31 of the lever 2O abutment is provided, to oppose bodily movement or the lever when the box D moves inward under lateral V:thrust from the corresponding drive wheel H as the locomotive takes a curve with this wheel toward the outside. As shown, such abutment is afforded by a thrust rod inemb'er 82 extending from the other side olf the `vehicle carriage to engage the lower end of the lever arm 3L-which has a hemispherical socket or seat portion 33 for a spherical y Theseats 27 and 28 may preferably be of somewhat greater radius than the almost any circumstances.l As shown, provision is Ymade lor' adyiisting the abutment by varying the length of the member 32,

which to that end is composed of telescoping boxes D, D; the arms 21 of' all four of the centering levers 2O rest onthe boxes; the springv saddles 15, 15 are upright, with both Aarms bearing solidly on the boxes g. all four ot the lever arms 3l are ypractically in work,-

ing contact with the ball ends 34 of the two thrust members 32; and there are clearances betweentlie outer axle box Lflanges 'il at both sides of the carriage on the one hand and the cerrespciiding shoes and wedgese, f on the other hand, while the inner flanges at both sides are practically in contact or'engage ment with said slides and wedges.

Y new, the vehicle vtakes 'a curveV with the gl wheel irl at. the outside, the resultj i.. 'al thrust on and from this' wheel shirt or displace the lett-hand .box D inrffard, to the right, -carrying theV lower ends ot the corresponding saddle legs 16, 17, the cra and the two levers 2O as a wl o oddly-with it. inward lateral moveor the' lower `ends of the lever arms 81 being opposed by the abutment or thrust members 32. suoli movement of the box D and the i'fiiicra will rock the levers 2O and rai 1l" against the load ot the vehicle. weight,

thus acting` to rock the saddle V15 outward,

to the-lett, and lift Vthe load. lith proper ,oortioning of the parts, the inward box D, as above described, and the tendency i oi'- the top ol the saddle 15 to move outward as the saddle rocks will balance or compensate one aiiotlienY-so that actually the upnei'- i part of the saddle that carries the with r 4rence to the locomotive sideV frame, but merely twist or tilt to a slight extent,

`easily permitted by the usual flexibility and i se their arms 21 and the inner saddle leg i j' 1 movement ot the saddle legs 16, 17 with the `"urging will not shirt laterally at allV ll'lll iso In the present instance, 'the normal posi tion of the seats 25 inWh-ich the saddle feet 22 rock orturny with reference to the levell arms 2l (during the rocking oflevers 2l) andfsaddles l5 as just described) Vis snhstan! tially below -thefulcra 23, so that the lever arms 21 rise their effective length increases. Owing to this continually increasing leverage of the loadof the vehicleY weight brought to bear at vthe left ii yielding resistance to they inward displacement ofthe left-hand box D, under lateral thirft,`

the thrust of the left-hand levers 2O on rods 32 will be effective to rock the righthand levers 20 and raise their arms 21 against the load transmitted thereto by he inner leg 17 of the right-hand saddle l5,- the inner flanges .7' of the right-hand hoi: D continuing to bear against the corresponding shoes and wedges c, f, so that this boil: and its fulcrum 23 cannot move. Thus lateral displacement or deflection of either axle box will in effect bedivided between the two sides of the carriage; the load of the The lthrust `members 32, it will be seemsmwe both as abntments to oppose movement of the levers A20 and as pushrods to transmit such movement of one box to actnate the vlevers 20on the other side.

In the main, the construction illustrated in Figs. 4 and 5' is like that of Figs. 1-3, and various corresponding parteV and fel,- tures khave therefore been marled same reference characters in hotheases, as a means of' dispensing with merely repetitive description.

Referring, then, to the differences., it will beohserved that While one side of the Fig. 4 and 5 construction (in the present inl stance, the left-hand side) is the same as Figs. 13 up to the top of the saddle le, the other side wholly lacks any real connterpart for the leverage means 2O and their fulcrum brackets 24. In appearance. in-

deed, these parts 20. 24 are `here replaced by angular bracket-like parts 40 bearing' against the inner side of the corresponding- (right-hand) 'axlehox D and resting on its upper surface. But although these parts 40 have seats orV sockets 25 for the projections on the saddle feet 22, and hemispherical sockets or seats 33 forthe corresponding hall ends 34 of `the thrust rods 32, etc., ther are functionally mere adjuncts or immobile parts of the corresponding boX'DQ-manu-v ctc., as tho-'jest the' left; y

VIn this case, therefore,1 instead. of lateral'.

with the factured 'separate 'merelyfor `convenience and economy, andl in. order to allow lthe boit D and the corresponding saddle 15 tobc iracticallv made from-l the same'setter-ns e Y v 7 deflection of each box D, D being taken up at bothsides of the carriage, asin Figs. 13,

deflection of either looX is Vtakenv up. at .the`

one side provided with the centering leversV 20, etc, lhen the-left-handboxiD (that. has the level-S20) deflectsfinw'ard to the right,

the action is the same as intheconstruction of Figs.V 1-3, :except that the thrust of. these levers 20. produces no lCorresponding effect at the right-hand `side .ofthe carriage. VIn' this case, therefore, the thrust members'32 function as Vabsolutely unyielding abntments and the load Vis raised'twiceas much at the leftV as with a' similarly proportioned construction of the Figi 1-3 type under the same conditions.- lVhein'on the other hand, the v right-handY box D"`deflects inward to-the left, no rocking or liftingefiect whatever. oc'-, curs at that side; on the contrary, boiz D-,

if.s saddle 15', parts 40, and thrust.;rods 32 all move bodily to the left the-full `amount ofthe deflection, and the levers 20.. and sad-i dle 15fat the left are rocked and raised exev act-ly the same amount as for a like inward deflection of the left-hand bonr D1,-i. e.,tvvice as much as would occur at either side for av like deflection in the'case' of a similarly pro-V portioned Fig. 1 3 construction. ln Athis case, the thrust members 32 still oppose-the deflection; but as mere pushrods transmitting thrust and movement'to actnate the .le-

vers 20, 20 on the other side,-not as ef-y fectually resistant ahutments iat all.

Sincev tlie right-hand ysaddle 15" of. Figs.A

4 and 5 moves bodily, the same amount as its `box D. it'V is desirable toprovide for this movement to take place without 1a corre spending deflection or distortion of the spring rigging structure La is shown, heari ing for relativel movement between saddle 15 and rigging structure L is provided, in

the. form of a fore'and aft-rollerd-evice'41 interposed between the top ofthe saddle 15 and a snperjacent part 42 attached orlteyed v to the structure L, and provided with depending guide and housing flanges 43 slidingly engaged at either'side'ofthe saddle 15. In the present` instanceplile parts A:41, 42 are alsovprovidedv at' the left-hand saddle 15. The two spring' bearings 42,42 are connected together bya'bar44 shown as cast or forged integral vwith them, and pro vided withdependingbraclets 45y for engagingthe. inner sides ofthe frame rails A, A through openings in the'inner saddle legs l?, 17, so tofpreventthe saddles Y15 from vexciting any stress on the spi-ing'rigging vstructure L, L. y In this-case, the lefthand roller bearing. 4lelso obviates any influence i los on the corresponding structure L from the rocking or tipping of its saddle `It will be seen that in th-e constructions Vshown in Figs. L5, the more important bear- The levers 20, 2O for each axle box D being entirely separate, and co-acting with separate thrust members 32, 32, minor inaccuracies or difierences are of less importance,-

since they can easily be compensatedy by ap-.

propriate independent adjustments of the members 32, 32. Proper adjustment of these members 32, 32 to divide and distribute the lthrust equally as between the sides of the axle G, etc., is easily made by irst shortening them till their ends are loose enough to i rattle when'they are lifted and released,

and seeing that the ends of all thelever arms 21 actually bear solidly on the boxes D; then-lengthening or expanding the rods 32, 32 till all looseness or backlash is just fully taken up,-as can easily be determine-d, by an experienced workman, from the' solid resistance suddenly making it impossible toexpand a rod any further with a short wrench.v Looseness due to wear oit any of the parts can `be detected and compensated for (by separate expansion of the rods 32, 32) in the same way.

I claim:-

1. A railway vehicle lateral motion device comprising an axle box, means for transmitting the load to the latter, and

means at vthe sides of the axle for yielding-ly resisting lateral movement of the box relatively adjustableto equalize their resistance to such movement. f

2. A railway vehicle lateral motion device comprising an axle box, means for transmitting the load to the latter, an-d means at thesides of the axle for resisting movement oit the box under lateral thrust separately adjustable to distribute suchthrust between said sides of said axle.

3. A'railway vehicle lateral motion device comprising an axle box, and separate leverage means at the sides of the axle for independently bringing the load of the vehicle weight to bear in resistance to lateral movement of the box.

4. A railway vehicle lateral motion device coinprisingan axle box, means for transmitting the load to the latter, and separate leverage means at the sides of the axle vinterposed between box and load transmitting means, and independently resisting` lateral movement of the box.

5. A railway vehicle lateral motion device comprising an axle box, means or transmitting the load thereto, andl ineans'at the sides of thel axle, interposed between box and load transmitting means, for bringing the load on the latter to bear in yielding re- -f sistance to movement of the box under vlateral thrust, relatively adjustable to distribute such thrust between said sides of said axle. 6. A railway vehicle lateral motion device Y coinprisingiau axle box, separate levers tulcruined onl said box at the sides of the` axle ,tor bringing the loa'd oi' the vehicle weight to bear in resistance to lateral n'ioveinen't of the*V box, and abutment means'tor rocking such levers against such load.

vice conu'irising an axle box, separate levers 'tulcriiined on said box at the sidesof the axle for bringing the load of the vehicle weight to bear in yielding resistance tol movement of the box under vlateral thrust,

and abutment means for said levers separately adjustable to distribute' such thrust between them'.

8. A railway vehicle lateral motion device comprising` an axle box, separate levers tulci'uiued on said box at the sidesy of the axle for bringing the load oit the vehicle weight to bear in yielding" resistance to movement ot the box under lateral thrust, and thrust' members extending from the other side o t opposing movement otthe other ends of sii-eh levers, so that lateral movement of the box. 'will rock such ,levers against the resistance of the load on such load transmittingmeans.

l0. A railway vehicle lateral motion'device comprising an axle box, load transmitting means with portions ior transmitting` load to the box at different )oints lengthwise of the axle, and separate, independently act` ing means at the sides of the axle interposed between one of such portions and the box for raising said portion and rocking said load transmitting means on the other such portion when the box is deflected by lateral t iiust, and returning the box, under actuation by the portion so raised, when such. thrust is relieved.

l1. A railway vehicle lateral motion def vice comprising an axle box, means for transmitting the load ofthe vehicle weight to the latter, leverage means ulcrumed on said box ttor bringing such load to'bear in yielding` resistance to movement ot the box under lateral thrust, and adjustable abutment means for said leverage means.

s0 7. A railwayl vehicle lateral motion de-L and thereby lifting j vice comprising an axle box, means for transmitting the load of the vehicleweight to the latter, leverage means ulcrumed on said box for bringing suoli load to bear in yielding resistance to movement of the box under lateral thrust, and a thrust member;

extending from the other side of the vehicle carriage to said leverage means, for rockingl the latter and thereby lifting the load aforesaid, adjustable in length to compensate for wear. Y

13. A railway vehicle lateral motion device comprising an axle box, a saddle straddling the 'frame above the axle box with legs for transmitting the load to the latter at opposite sides of the frame, separate levers fulcrumed on the box at the sides of the axle, with arms operativelyy interposed between saddle and box, and thrust means extending from the other side of the carriage to said levers for rocking them to bring the load of the vehicle weight to bear in resistance to lateral movement of the box. Y

14. A railway vehicle lateral motion device comprising axle boxes, and means for bringing the load on one of said axle boxes to bear in resistance to lateral movement of the other irrespective of movement of the first-mentioned box.

15. A railway vehicle lateral motion device comprising separately movable axle boxes, and means for bringing the load on one of said axle boxes to bear in resistance to lateral movement of the other.

16. A railway vehicle lateral motion device compri-sing axle boxes, means for trans mitting the load to one of said boxes, means interposed between said box and load-transmitting means for bringing the load on the latter to bear in resistance to lateral movement of said box, and means for actuatmg said latter means to bring` such load to bear in resistance to klateral movement of the other box.

17. A railway vehicle lateral motion device comprising axle boxes, leverage means fulcrumed on one of said boxes, and means actuated by lateral movement of the other box for rocking said leverage means to bring the `load of th-e vehicle weight to bear in resistance to such movement.

18. A railway vehicle lateral motion device comprising axle boxes, means for tra-nsmitting the load of th-e vehicle weight to one of said boxes, la lever fulcrumed on .said latter box, with an arm interposed between said box and said transmitting means bearing against the latter at a point normally below th-e fulcrnm, and means actuated by lateral mov-ement of the other box for rocking said lever to bring the load on said transmitting means to bear in resistance to such movement.

19. A railway vehicle lateral motion device comprising' axle boxes, a saddle straddling the frame above one of said axle boxes with legs for transmitting load to the latter at opposite sides of the frame, a. lever tulcrumed on said latter box at its inner side, with an arm extending beneath and bearing against the inner saddle leg, and a thrust member extending from the other axle box to said lever for rocking it to bring the load on said saddle to bear in resistance to lateral movement of said latter box.

In testimony whereof, I have hereunto signed my name.

CHARLES F. PREsooTT.

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