US1651789A

US1651789A - Driving box

Info

Publication number: US1651789A
Application number: US548939A
Authority: US
Inventors: Harry S Vincent
Original assignee: Franklin Railway Supply Co
Current assignee: Franklin Railway Supply Co
Priority date: 1922-04-03
Filing date: 1922-04-03
Publication date: 1927-12-06
Anticipated expiration: 1944-12-06

Description

H. S. VINCENT DRIVING BOX Filed April 1922 4 Sheets-Sheet 1 H. S. VINCENT DRIVING BOX Filed April 5. 1922 4 Sheets-Sheet 2 Dec. 6, 192?. V

A TTORNEYS H. s. VINCENT DRIVING BOXv Filed April 5, 1922 4 Sheets-Sheet 3 A TTORNEYS Dec. 6, 1927. 1,651,789

H. S. VINCENT DRIViNG BOX Filed April 5. 1922 4 Sheets-Sheet 4 WITNESS INVENTOR BY r v V TTORNEYS Patented Dec. 6, 1927.

1 r i it: 15?;

BARRY s. vmonn'r, or nrnenwoon, NEW JERSEY, nssmnon T FRANKLIN RAIL- I WAY sUrrLY COMPANY, A CORPORATION or DELAWARE.

DRIVING BOX.

Application filed April 3,

My invention relates to vehicle journal boxes especially suitable for the drive wheels of locomotives. My invention affords a new box construction which is simple and rug- 5 ged; of moderate cost to manufacture; efficient, convenient, and durable in use; easy to remove or take apart for repairs; and free from serious drawbacks and defects of boxes at present used on locomotives. In journal boxes now used on locomotives, Q the box has the form of an inverted U straddling the driver shaft or ournal, and carries the locomotive weight on its transverse upper member. The box is mounted and engaged to move up and down in vertical pedestal jaws in the locomotive frame,--the lower ends of the jaws being closed by a removable part termed the frame pedestal binder. The bearing surface v in contact with the driver shaft is formed by a crown bearing piece (usually of brass or the like) originally separate, but secured in the box by forcing it thereinto under heavy pressure,so as tomake it, in effect, one part 7 with the rest of the box until removed by a corresponding exertion of force. The face of the box adjacent the drive wheel hub has a bearing surface for taking the lateral or end thrust of this wheel,though this bearing area is necessarily small, because of the construction. Between the lower ends of the side members of the box is mounted a lubricator device or cellar for supplying lubricant to the lower side of the rotating driver axle or shaft,which device is removable for replenishment or cleaning at short intervals.

For reasons which it is unnecessary to discuss, it is found that in service the side members of the box are forced together and pinch in, which tends to jamfor bind the lubricator, and is productive of other objectionable results. Both the initial insertion of the bearing crown piece and its removal F and replacement as required from time to time result in distortion andweakening of the box, and so tend to shorten its useful life. Moreover, either renewal of the crown piece or relining of the hub face of the box from time to time'entails removing the entire box from the locomotive frame; and this, in turn, entails either dropping the drivers, or

1922. Serial No. 548,939.

some other tedious and laborious operation gormation of-the journal box 1n serviceand consequent trouble with the lubricator be done away with, but the-box as a whole can be made capable of removal from the locomotive very easily and quickly, without dropping the wheels. Through my invention, also, the crown bearing itself can be made independently removable for repair or replacement, without any necessity for removing the box as a whole. This not only makes periodic renewal of babbitt or other wearing surfaces a very easy matter, but allows one bearing to be replaced with another Whenever repairs become neoe$ary, thus avoiding idleness of the locomotive or even of the box beyond the brief time required to effect the substitution. The repaired bearmg may afterward be used to replace some other, etc.

How these and other advantages can be obtained in connection with my invention will appear from my description hereinafter of the best embodiment of the invention at present known to me.

In the drawings, Fig. 1 is a partial side elevation and section showing a journal box embodying my invention in place in the pedestal of a locomotive frame-the view being taken, it will be understood, from the inner side of the box. a

Fig. 2 is a plan view of the journal box with its right-hand portion broken away and in section about as indicated by the line 22 in Fig. 1.

Fig. 3 shows a vertical mid-section through the journal box, taken as indicated by the line 3-3 in Fig. 1.

Fig. 4 is a fragmentary side elevation showing the outer side or face of the box, adjacent the drive wheel,the axle appearing in section.

Figs. 5, 6, 7 and- 8 are fragmentary plan,

side elevation, and end elevations, respec- T tively, illustrating a device for securing a lubricator in place in the journal box.

Fig. 9 is a view similar to Fig. 1 illustrating a journal. box with different lubricating arrangements,the locomotive pedestal being omitted.

above referred to), the

Fig. 10 shows a vertical mid-section through this form of box.

Fig. 11 is a fragmentary sectional view taken as indicated by the line 11-11 in Fig. 9, illustrating the arrangement of a cover for a lubricating opening.

Fig. 12 is a partial side elevation and section similar to Figs. 1 and 9 showing a somewhat modified construction, details relat ing to the lubricating arangements being omitted.

Fig. 13 is a plan view of the structure shown in Fig. 12.

The box shown in the drawings comprises a box structure 10 havin at its sides or

limbs

11 and 12 the usual anges 13, providing grooves. The pedestal jaws 14 of the locomotive frame engage in these grooves and serve as guideways for up and down movement of the whole journal box.

The box structure 10 here shown is of a general yoke or U shape; but instead of being inverted (as in the rior constructions is arranged erect (right side up) about the axle 15, with the transverse member 16 a short distance beneath the axle. The structure 10 is supported by being suspended (as it were) from the sep arate crown bearing piece 17, which rests on the axle 15 between the side members 11, 12-

A bottomless sheet metal lubricator device or cellar 20 (shown as of the general Elvin type) is arranged in the box structure 10 beneath the axle 15, and its follower plate 21 is urged upward toward the axle by a spiral compression spring 22 beneath it that. is housed in a recess 23 in the member 16. The sides and the bottom of the box 10 are cut awayor recessed to form transverse ridges or

ways

24, 25 adjacent the top and the bottom of the lubricator or cellar 20: these ridges keep the cellar 20 in a definite position, yet offer little frictional resistance to' its withdrawal at the open inner end of the box. At one end, the follower plate 21 has a downward projecting indicator rod 26 that normally lies in a vertical slot in the transverse member 16. The cellar 20 maybe secured in place by means of a horizontal retainer bar or rod 27 extending through engagement means in the form of apertured

lugs

28, 28 on the

members

11, 12 across the yoke opening at the inner end of the box 10, and itself secured in place by one or more keys 29.

Shoulders 30 extend inward from either

side

11, 12 of the box structure 10 at its upper end, and the bearing 17 has corresponding lateral shoulders 31 which cooperate with't-he shoulders 30 in the support of the box structure 10 by the bearing 17. The bearing 17 is of such general Width as to fit (snugly but not to tightly) between the

sides

11, 12 below the shoulder 30, while its upper portion is .of such reduced width as to fit -width of the box 10. At the lower end of the bearing 17, on either side, is a central downward-pro ecting lug 32 adapted toengage and fit snugly in a recess 33 in the ridge 24 on the corresponding side member of the box structure 10, so. as to prevent endwise movement of the bearing 17 in the box structure,-lengthwise of the axle 15. Removable tapering pin or key members 35 en gaged between the

shoulders

30 and 31 hormally wedge the bearing 17 fast in the box structure 10, maintaining the shoulders at the lower ends of thebearing firmly seated against shoulders formed by the upper sides of the ridges 24, with the lugs 32 engaged in the recesses 33. The height between the upper and lower bearing shoulders, in other words, is less than that between the opposed upper and lower box shoulders, so that the bearing affords space for the securing

wedges

35, 35 between the cooperating

shoulders

30 and 31 of box and bearing. The adjacent faces of the

shoulders

30, 31 are concave, and theopposite sides of the wedges v35 are correspondingly convex, and the faces of the. shoulders 31 are inclined in correspondence with the taper of the wedges, as shown. The wedges 35 may be powerfully forced home and held in place by tightening up nuts 36 on bolts 37 that extend through laterally projecting apertured lugs 38 on the ends of the wedges. The heads 39 of the bolts 37 lie in undercut recesses at the inner ends of grooves in the

side members

11, 12 of the box structure 10. The load or weight of the locomotive, is freely received by the bearing 17, independently of the box structure 10, through the opening between the

shoulders

30, 30 of the latter. As shown in Fig. 2, the bearing 17 has

recesses

42, 42 in its upper side for receiving corresponding projections on the spring saddle (not shown). The box structure 10,'therefore, is entirely unloaded as respects the vehicle weight, but engages the vehicle frame and the beari g 17, keeps the bearing 17 in position, and eceives and transmits to the frame the side thrust from the wheel. The bearing 17 also transmits the horizontal fore. and aft thrust from the journal or shaft 15 to the locomotive frame 14 through the box structure 10, as well as stresses due to the tendency of the bearing to turn with the shaft. Such stresses, however, are transmitted separately and independently of the weight (at right angles thereto), so that the weight has no component tending to spread the box sides. That .this is the case will readily be apparent from the fact that the bearing has no lateral enlargement below its shoulders 31. In other words, below the shoulders 31 tl 1ere no point where the Inn bearing flares outward or increases in width as compared with points just above, so as to exert an upward wedging action.

The outer faces 43, 44 of the box structure 10 and the bearing 1.7 are flush with one another, and afford lateral bearing surfaces for engaging the driver wheel hub (not shown) and taking the side or end thrust from the wheel. Since this bearing surface is on both of the

parts

10 and 17 and extends all the way around the opening for the shaft 15, it is of greater area than heretofore possible in standard practice, so that the pressure is more widely distributed, and the wear will be more uniform and not be so great. The thrust bearing surfaces 43, 44 are kept accurately in alignment by the engagement of the lugs 32 in the recesses 33 and by the wedges 35. These bearing surfaces 43, 44 may consist of babbitt facings or linings on the

parts

10 and 17, as shown.

Itwill be seen that in order to remove the crown bearing 17 from the journal box 10, it is only necessary to relieve the bearing of the spring tension and lift the spring saddle (not shown) out of engagement with its

recesses

42, 42, withdraw the wedges 35, and drop the box sufiiciently to disengage the bearing 17 therefrom at 32, 33. Having been disengaged from the box 10 by vertical displacement therein as just described, the bearing 17 may be removed from the box by simply moving the bearing endwise, lengthwise of the axle 15. The entire lubricator or cellar can be removed for repacking or cleaning without disturbing the Wedges or the bearing 17, by simply withdrawing the rod or pin 27. The cellar 20 shown has. of course, an end wall at its inner end where the indicator rod 26 is, but is open for cleaning or repacking (without any end wall) at its outer or hub end,-the place of an end wall at this end being taken by the transverse flange or end web 45 of the box structure 10 on which is the babbitted bearmg face 43. When the box structure 10 is to be removed from the locomotive frame in order that its hub face 43 may be relined (or for any other reason), it is only necessary to remove the bearing 17 as just described, drop the frame pedestal binder 46 so as to open the lower ends of the guideways 14, and allow the box structure 10 to slide or drop down from the axle 15,-the opening be: tween the

shoulders

30, 30 at the upper end of the box structure being of width sutliclent to pass the shaft readily, though of less widt than the bearing 17 as a whole. No drop-pit crane is required for removal of any .or al the bearing parts, as 'ust described; neither is it necessary to rop the wheels or to lift the locomotive asa whole from its frame for such purposes.

It will be readily appreciated that the provision of some separately movable means tit (such as the members 35) for holding or wedging the bearing 17 fast in the box 10 makes the removal of the bearing considerably easier than if (in the absence of such engagement means as 32, 33) these

parts

10 and 17 were themselves adapted to wedge or interlock when the part 17 was pushed home into position. This is because such separately removable members can be much more readily broken loose from the hold of the other parts than a relatively heavy art like the part 17 could be broken away rom the box 10 if the one were directly wedged into the other as in the case supposed. It will also be noted that the load on the box 17 does not affect or bear on the holding means 35 in any way that might deform it or interfere with its removal.

Owing to its facility of removal, the hearing 17 can be made not only a unitary structure, but also intrinsically strong and rigid enough to resist any tendency toward crushing together of the box sides 11, 12, at their upper ends,and, indeed, to maintain itself substantially undeformed under practically any and all stress to which it can ever be subjected in service. Not only can this structure 17 be made quite massive, as shown; but its wearing face for the axle 1:") can be provided with an antifriction lining 47 of babbitt or the like that may require frequent renewal, but will reduce wear and avoid cutting of the journal; while the rest of it can be made of bronze, steel, or other metal of ample strength. And not only can the box structure 10 be made of any material preferred, but distortion and weakening of the box such as results from the pressing of crown brasses into journal boxes of the old type are entirely avoided.

The removal and replacement of the bearing 17 can be rendered still more easy by making it of relatively light metal (preferably of specific gravity not exceeding 7 on the standard scale), so as to minimize its weight and specific gravity as a whole, and the consequent difiiculty of handling it. Various aluminum alloys light and strong enough for the purpose (such as duralumin) possess bearing qualities; but in general, nevertheless, I prefer to provide a lining of other homogeneous anti-friction metal for them. As the specific gravity of duralumin is but 2.83 and that of the usual bearing metals about 8.5, a duralumin bearing with anti-friction lining may have an average s ecific gravity quite unprecedentedly low.

wing to the bearing qualities of duralumin, no harm will result if the anti-friction lining should wear away so as to let the bearing proper come in contact with the steel axle: on the contrary, the bearing will run quite satisfactorily till it can conveniently be relined.

The integral character and mass of the of the U as observed in standard inverted on the cellar 20 in any case.

. opening.

U shaped boxes are not definitely known, it has been supposed to result (in part, if not entirely) from the expansion of the relatively large mass of metal in the base of the U by the absorption of the heat generated in running; but with my construction, the heat in the bearing is well distributed, and

does not readily pass to the box at all, so that such a tendency can scarcely exist.

Moreover, the integral transverse member 16 of the box structure effectually prevents pinching or crushin in of the

sides

11, 12, at the lower end 0 the box, and thus e-ntirely obviates binding or crushing stresses The liability of displacement or injury of the lubricator is minimized, owing to its, protection from crushing stresses and to its being so definitely secured and kept in lace.

I will now describe certain useful modifications of the construction shown in Figs. 1 to 4.

Figs. 5 to 8 illustrate a modified device for retaining the lubricator or cellar 20 in place in the box 10. As here shown, the retainer bar or rod across the oke 0 ening is normally interlocked with the ugs 51, 52 (corresponding to the

lugs

28, 28 of Figs. 1 to 4) against endwise movement by means of

projections

53, 54 formed by bending the rod ends sidewise. In the lug 51, however, is a suitably narrow slot-like open ing adapted to pass the rod end 53 and so permit withdrawal of'the rod 50 lengthwise from said lug and from across the yoke Ordinarily, the weight of therod end 54 keeps the whole retainer in the locking osition shown, with the projection 53 disp aced 90 from the slot 55; but when the retainer is turned 90 counterclockwise (speaking with reference to Fig. 7), it is re eased. As shown. the rod end 53 is laterally'flattened to allow it to pass the slot 55; also, the rod 50 is laterally flattened at 56 far enough back from its end 53 to allow the whole rod to be disengaged sidewise from the lug 51 when turned. as above described. The hole 57 for the rod 50 in the lug 52.is vertically elongated sufliciently to allow the rod to be withdrawn and disengaged from that lug also.

The construction shown in Fi s. 9 to 11 differs from that of Figs. 1 to 4 1n that the lower portion of the yoke 10 is itself made to answer the purpose of a lubricator box or cellar. Accordingly, there is a flan e or web 45 at both inner and outer sides 0 the box 10, and. the lubricant is contained directly therein, preferably in a suitable absorbent packing 60 (Fig. 9). In one of the flanges 45, near the lower corner of the box 10, is an opening 61 for replenishment of the box with lubricant. This opening 61 is provided with a cover 62 pivoted to swing across the front of the box or yoke 10 on a bolt 63 taking into the box structure, and is yieldingly urged toward the latter by a spiral spring 64 bearing against a washer on the bolt. On the inside of the -cover 62 is a flange 65 adapted to fit inside the opening 61. A stop lug. 66 on the box prevents the cover 62 from being swung downward beyond the opening 61. A slotted handle lug 67 on the cover 62 serves as a convenient means of drawin the cover 62 away from the box 10-slight y, so as to disengage the flange 65 from the opening 61 and permit the cover to be swung upward. When this is done, the cover rides on a ridge 68 on the box 10, while when the cover is closed, its rear end rests on a ridge 69 on the box.

In the construction illustrated in Figs. 12 and 13, the bearing structure affords means of interconnection between the box sides 11 and 12 that will prove an additional safeguard in preventing spreading of the box, For this purpose, the upper portion 7 0 of the bearing structure is provided with vertically undercut dovetail lugs 71 that have sliding engagement with the undercut walls of correspondin dovetail recesses 72 in the shoulders 30. uch a connection atfords freedom of vertical movement above the bearing 17 proper, and the part freely receives the load of the vehicle weight and freely transmits it through the box opening at 30, 30, independently of the box structure. As shown, the part 70 is a separate member, and is separately removable upward from the box structure 10, so as not to interfere with dro ping the latter from the pedestal jaws in the manner already described in connection with Figs. 1-4. When the box 10 is thus dropped, the part 70 is left free for withdrawal lengthwise of the shaft 15.

- The division of the bearing structure still further lightens the bearing roper 17 and so facilitates its removal; whi e at the same time it allows the upper portion 70 (which has the recesses 42 and directly engages the spring saddle) to be made of steel, with ample strength to compensate for any want of utmost transverse rigidity w ien the bearing 17 is made of light metal.

Corresponding parts and features in Figs,

12 and 13 are marked with the same reference characters as in Fi s. 1-4, 9 and 10, as a means of dispensing with merely repetitive description.

I claim:

1. A vehicle axle journal box construction comprising a box structure for engaging the ossible vehicle frame; an axle bearing in said box structure receiving the load of the vehicle weight independently thereof and removable therefrom by movement lengthwise of the axle; and separately removable means unaffected by the load on said bearing as aforesaid for holding the bearing fast in said box structure.

2. A vehicle axle journal comprising a yokeshaped box structure for engaging the vehicle frame with an opening in its upper end of width suflicient to pass the axle; and a rigid, unitary axle bearing in said box structure formed of relatively light metal with a lining of anti-friction metal on its wearing face, receiving the load of the vehicle weight through said opening in the box structure, and independently removable.

3. A vehicle axle journal box construction comprising an upright U-shaped box, of internal width suflicient to pass the axle and thus bodily removable by dropping past the latter, with a bearing in said box resting on the axle and freely receiving the load of the vehicle weight through said opening.

4. A vehicle axle journal box construction comprising an axle bearing, and an upward open box therefor of internal width sufficient to pass the axle, and thus bodily removable by dropping past the axle.

' 5. A vehicle axle journal box construction comprising an axle bearing resting on the .axle; and an upright U-shaped box, of internal width sufficient to pass the axle and thus bodily removable by dropping past the latter, suspended from said bearingat its own open upper end.

6. A vehicle axle journal box construction comprising an axle bearing in combination with a box for engaging the same and the vehicle frame open upward to a width suflicient to pass the axle; said box and bearing together affordin lateral bearing for end thrust substantially all the way around their axle opening.

7. A vehicle axle journal box construction comprisin a box structure with a laterally shouldered opening at its upper end of width sutficient to pass the axle; and an axle bearing in said box structure of greater width than said opening removable from the box structure by movement lengthwise of the axle.

8. A vehicle axle journal box construction comprising a box structure with an opening at its upper end of width suflicient to pass the axle; an axle bearing in said box structure; and separately removable members at the sides of said bearing for wedging the same fast in said box structure,

9. A vehicle axle journal box construction comprising a box structure with a laterall shouldered opening at its upper end of width sufficient to pass the axle; an axle bearing in said box structure of greater width than said opening receiving the load of the vehicle weight through the opening, and removable from the box structure by movement lengthwise of the axle; and means for normally preventing such movement of said bearing.

10. A vehicle axle journal box construction comprising a box structure with a laterally shouldered opening at its upper end of width sufficient to pass the axle; and an axle bearing in said box structure of greater width than said opening removable from the box structure by movement lengthwise of the axle, said bearing being normally kept from such lengthwise movement by engagement with the journal box structure, but being displaceable vertically in the latter to disengage it and permit its removal as aforesaid.

11. A vehicle axle journal box construction comprising a box structure with a laterally shouldered openin at its upper end of width sufficient to pass the axle; a laterally shouldered axle bearing in said box structure, of greater width than said opening, removable by movement lengthwise of the axle, said bearing being normally kept from such lengthwise movement by engagement with the journal box structure, but being displaceable vertically in the latter to disengage it and permit its removal as aforesaid; and a removable member normally engaged between the aforesaid shoulders of said box structure'and of said bearing to prevent such vertical displacement of the latter.

12. A vehicle axle journal box construction comprising an axle bearing resting on the axle and loaded with the vehicle weight; and an unloaded yoke-shaped box structure for engaging the vehicle frame and keeping said bearin' in position removably suspended from t e latter at its own open upper end.

13. A vehicle axle journal box construction comprisin an axle bearing resting on the axle and oaded with the vehicle weight; and an unloaded yoke-shaped box structure, with a bearing face for rceivin the side thrust of the wheel, engaging t e vehicle frame and removably suspended from said bearing.

14. A vehicle axle journal box construction comprising an axle bearing resting on the axle; a yoke-shaped box structure suspended from said bearing at its own open upper end; and a lubricator in said box structure beneath the axle.

15. A vehicle axle journal box construction comprising a bearing resting on the axle; a yoke-shaped box suspended from said bearing at its own open top; a bottomless lubricatin cellar in said box, between its bottom and the axle, removable by movement lengthwise of the latter; and a follower plate in said cellar, with means between the box bottom and said follower plate for urging it upward toward the axle.

16.. A vehicle axle journal box construction comprising a bearing resting on the axle; a

yoke-shaped box suspended from said bearing at its own open top, with an end wall for its internal space below the axle; and a lubricator in said box beneath the axle, removable from the other end of the box.

17. A vehicle axle journal box construction comprising a bearing resting on the axle; a yoke-shaped box suspended from said'bearmg at its own open top, with an end wall for its internal s ace below the axle; and a three-sided lu ricating cellar in said box beneath the axle, with its open end toward said end wall.

18. A vehicle axle journal box construction comprising a bearing resting on the axle; a yoke-shaped box suspended from said bearmg at its own open top, with an end wall for its internal space below the axle; a bottomless lubricant cellar therefor open at its end remote from the open end of the box; and a follower for supporting the lubricant in the cellar.

19. A vehicle axle journal box construction comprising a bearing resting on the axle; a yoke-shaped box suspended from said bearing at its own open top, with an end wall for its internal space below the axle 1 and a lubricator in said box beneath the axle removable from the other end of the box; the bottom and sides of the box having ways for the lubricator at either side.

20. A vehicle axle journal box construction comprising a yoke-shaped box with shouldered opening in its upper end, between its limbs, permitting the box to be removed by dropping past the axle; an axle bearing of greater width than the distance between said shoulders supporting the box by. them and removable from the box by movement lengthwise of the axle; and a lubricator in the box between its bottom and the axle, also removable len hwise of the latter.

21. A vehicle ax e journal box construction compr sm axle; a yo e-shaped box structure suspended from said hearing at its own open upper end; a removable lubricator in said box structure beneath the axle; and a retainer for said lubricator rotatable to permit disengagement thereof.

22. A'vehicle axle journal box construction comprisin an axle bearing resting on the axle; a yo e-shaped box structure suspended from said bearing at its own open up er end; a removable lubricator in said x structure beneath the axle; and a retainer bar for said lubricator extending across the yoke opening through engagement means at opposite sides thereof.

23. A vehicle axle journal box construction comprisin an axle bearing resting on the axle; a yo e-shaped box structure suspended from said bearing at its own open upper end; a removable lubricator in said box structure beneath the axle; and a retainer an axle bearing resting on the bar for said lubricator extending across the yoke opening through engagement means at opposite sides thereof and normally lnterlocked with said means, but rotatable to 7 release it and permit withdrawal of said lubricatori 24. A vehicle axle journal box construction comprising an axle bearing resting on the axle; a yoke-shaped box structure suspended from said bearing at its own open upper end; a removable lubricator in said box structure beneath the axle; and a retainer bar for said lubricator extending across the yoke opening through engagement means at opposite sides thereof and normally interlocked with said means against endwisc movement, but rotatable to release and perlatter to the vehicle frame; and a separate member vertically movable with respect to the box receiving and transmitting the load of the vehicle weight independently and exclusively of the box structure and interconnecting the box sidesabove the bearing.

27. A vehicle axle journal box construction comprising a box for engagin the vehicle frame; an axle bearing in sai box removable by movement lengthwise of the axle; and a member interconnecting the sides of said box above said bearing with freedom of vertical movement, and separately removable.

28.: A vehicle axle journal box construction comprising a yoke-shaped box for en gaging the vehicle frame, with an opening in its upper end of width sufficient to pass the axle, and an, axle bearing in said box structure resting on the axle, with means interconnecting the sides of said opening above the bearing, with freedom of vertical movement, freely receiving and transmitting the load of the vehicle weight through the opemn its upper end of width sufficient to passthe axle; an axle bearing in said box resting on the axle; a separate member interconnecting the sides of said opening above the bearin with freedom of vertical movement' an gaeans for wedging said bearing fast 1n the vehicle axle journal box construc-. tion comprising a box with an opening at' 30. A vehicle axle driving box comprising a box structure for engaging the vehicle frame and transmitting thereto the side thrust of the wheels, said box structure comprising a yoke-shaped box open at its upper end and a bearing therein, and said box and bearing cooperating to afford bearing surface for engaging the driving wheel hub extending all the way around the shaft, so as to distribute the pressure of the side thrust.

31. A vehicle axle journal box construction comprising a bearing resting on the axle; a yoke-shape box suspended from said bearing at its own open top, with an end wall for its internal space below the axle;

and a lubricator with a follower plate in said box beneath the axle, removable from the other end of the box with said follower plate in normal position. V

32. A vehicle axle journal box construction comprising a bearing resting on the axle; a yoke-shaped box suspended from said bearing at its own open top, with an end wall for its internal space below the axle; a bottomless lubricant cellar therefor open at its end remote from the open end of the box; and a retractible follower'for supporting the lubricant in the cellar having an indicator at the open end of the box.

33. As a new article of manufacture; a locomotive' driving box bearing structure having a pair of upright substantially parallel box-engaging side walls, and "a box supporting shoulder at the upper edge of each side wall.

34. As a new article of manufacture; a locomotive driving box bearing structure having a pair of upright substantially parallel box-engaging side walls, a box supporting shoulder at the upper edge of each side wall, and a second pair of upri ht substantially parallel, box-engaging si e walls extending upwardly from said shoulders.

'35. As a new article of manufacture; a locomotive driving box bearing structure having a pair of upright substantially parallel box-engaging side walls, a box support ing shoulder at the upper edge of each side wall, a second pairof upright substantially parallel, box-engaging side walls extending upwardly from said shoulders, and a load receiving pocket on the upper side between said second pair of parallel side walls.

36. As a new article of manufacture; a locomotive driving box bearing structure having a substantially upright box-engaging wall at each side, a box supporting shoulder at the upper edge of each wall, and a load receiving pocket on the upper side between said box supporting shoulders.

In testimony whereof, I have hereunto signed my name.

HARRY S. VINCENT.