US175027A - Improvement in car-trucks for one-rail railways - Google Patents

Description

A. G. BUZBY.

CAR-TRUCKS FOR ONE-RAIL RAILWAYS. No.175,0Z7. Patented March 21,1876.

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UNITED STATES PATENT OFFICE.

ALBERT G. BUZBY, OF PHILADELPHIA, PENNSYLVANIA.

IMPROVEMENT- IN CAR-TRUCKS FOR ONE-RAIL RAILWAYS.

Specification forming part of Letters Patent No. 175,027, dated March 21, 1876; application filed I October 8, 1875.

To all whom it may concern Be it known that I, ALBERT G, BUZBY, of Philadelphia, Pennsylvania, have invented certain Improvements in Locomotives and Cars, of which the following is a specification:

My invention consists of improvements, fully described hereafter, in locomotives and cars for traversing one-rail railways,

In the accompanying drawing, Figure 1 is a side view of a car made according to my invention Fig. 2, an inverted plan view of Fig. 1 Fig. 3, a transverse section of the same.

One of the main peculiarities of my invention relates to the construction of the car with frames A and A (represented in the drawing as plates) for carrying the running-gear, as shown in Figs. 1 and 3, the frames being so hinged together at a that one can vibrate laterally independently of the other; springs b I), however, interposed between the plates, tend to maintain the frames in a position parallel with each other, as shown in Fig. 3. Two hangers, B B, secured to the under side of the plate A, carry the boxes of the axle D, on which are the' two steadying-wheels E E, adapted to the outer rails'F F of the track. To the under side of the frame A are secured two pairs of hangers, G G, one pair carrying the boxes of the axle of the flanged whe'el H, and the other pair carrying those of the axle of a similar wheel H, and these wheels are adapted to a main central rail, 01, on the longitudinal central beam I of the track.

It should be here understood that the main weight of the car and its load is sustained by the central rail, through the medium of the two wheels H and H, the steadying-wheels barely touching the outer rails of the track. This disposal of the load of the car can be easily accomplished by a proper adjustment of the springs with which the hangers and journal-boxes of the axles of the diflerent wheels are furnished.

The parts above described may constitute the frame and running-gear of a short car, or one of the trucks of a longer car.

The faster the cars move the greater will be the tendency of the wheels Hand H to retain a vertical position, and the less will be the bearing of the steadying-wheels on the rails; a condition of affairs which should always be maintained on a one-rail railroad, but

together substantially as described above.

While the car is traversinga curve the frame A is at liberty to swerve laterally in either direction, without disturbing the perpendicularity of the wheels H and H when the car reaches a straight portion of the track, however, the frame A will recover its former position parallel with the frame A.

Instead of using the ordinary breaking appliances, I connect to one pair of the hangers arms K, carrying a grooved wheel, L, the groove being so formed that it will bear against and embrace the opposite edges of the main rail. A curved bar, M, adapted to the straight portions of this grooved wheel, is connected at one end to the arms K, and at the opposite end to the brake-screw N. When the bar M is brought to bear upon the periphery of the wheel L, the latter must be depressed against the central rail, and its friction against the same must be so great that the wheel cannot turn freely hence, the movement of the car will be arrested. On elevating the bar M, however, spring a will elevate the arms K and raise the wheel L clear of the rail.

If we suppose Figs. 1, 2, and 3 to represent part of the locomotive, one or both of the Wheels H H will be drivers, the wheel L being also a driver, but not being brought into play excepting when the engineis ascending steep grades, in which case the arms K are depressed, not by the breaking mechanism de scribed above, but by appliances which will not interfere with the free rotation of the wheel, so that the power of the latter is added to that of the main driving-wheels. As a safeguard for maintaining the car or locomotive on the track, I sometimes secure to the axle D disks j j, Fig. 2, which are far enough apart to prevent them from coming in contact with the main rail, excepting when the driving-wheels have a tendency to leave the said i rail. If desired, the breaking-wheel L may be placed between the driving wheels H H, or a breaking-wheel at each end of the truck may be used, and four steadyingwheels, E, two

at each end of the truck, instead of one pair in the center, may, in some cases, be used with advantage.

It should he understood that I make no broad claim to a car with central drivingwheels, and wheels at the sides for steadying the car, as this is a very old device, dating as far back as the year 1825.

I claim as my invention- 1. The combination, in a locomotive or car having central driving-wheelsH H and steadying-wheels E E, of a frame, A, supported by the steadying-whee'ls, with a frame, A, supported by the driving-wheels and hinged to the said frame A, all substantially as set forth.

2. The combination, in a locomotive having central driving-wheels adapted to a central rail, of a supplementary driving-wheel, grooved to embrace the saidrail, with arms K, carrying the said wheel and drivers, forraising and depressing the .arms, all substantially as set forth.

In testimony whereof I have signed my name to this specification-in thepresence of two subscribing witnesses.

ALBERT G. BUZBY. Witnesses:

HARRY HowsoN, HARRY SMITH.

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