US2147398A - Railway vehicle - Google Patents

Description

J. G, BLUNT RAILWAY VEHICLE Feb. 1'4', 1939.

Filed Dec. l2, 1936 4 Sheets-Sheet l b J M :y

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INVENTOR JZ/wes GBA/m7' BY f ATA' RN Feb. 14, 1939. J, G. BLUNT RAILWAY VEHICLE Filed Deo. l2, 1956 4 Sheets--Sheefl 2 INVENTOR 12m/zes Z/Mn?L AT ORNEY mv. mm.

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RAILWAY VEHICLE 4 Sheets-Sheet 4 Filed Deo,

INVENTOR JEM/fes GB/unf BY www A O NEY Patented Feb. 14, 1939 PATENT OFFICE RAILWAY VEHICLE James G. Blunt, Schenectady, N. Y., assgnor to American Locomotive Company, New York, N. Y., a corporation of New York Application December 12, 1936, Serial No. 115,490

10 Claims.

This invention relates to railway vehicles, and more particularly to a railway vehicle comprising a superstructure and a supporting structure therefor having the capacity, under service conditions, of producing undesirable movements of said superstructure in a vertical direction, and the invention comprises resistance means operating to prevent or minimize these undesirable movements.

The invention has to do more particularly with locomotives of either the electric or steam type, but is also applicable to locomotive tenders and railway cars.

The invention is illustrated by the embodiments shown, mostly diagrammatically, in the accompanying drawings, wherein Fig. 1 is a side elevation of a forward portion of a steam locomotive of the articulated type, showing features of the present invention, the superstructure being shown fragmentally; Fig. 2 is a View, similar to Fig. 1, of a rear portion of the locomotive; Fig. 3 is an enlarged plan view of a part of the locomotive of Fig. l, showing the articulation and the resistance means provided at this location; Fig. 4 is a r sectional view taken on the irregular line IV-IV of Fig. 3, a wheel and its axle being indicated in dot and dash lines; Fig. 5 is a sectional View taken on the line V--V of Fig. 3; Fig. 6 is an enlarged elevation oi a part of the forward truck of Fig. l, showing a part of the spring supported bolster and. the resistance means provided at this location; Fig. '7 is a half plan View of the parts shown in Fig. 6; Fig. 8 is a half section taken on the line VIII- VIII of Fig. 6; Fig. 9 is a fragmental sectional view taken on the line IX-IX of Fig. 6; Fig. 10 is a side elevation of a different type of steam locomotive showing an exemplication of the present invention; Fig. l1 is an enlarged elevation of a part of the rear truck of 10 showing a part of the spring supported frame, supporting journal box, spring rigging and the resistance means provided at this location; Fig. l2 is a sectional view taken on the line XII-XII of Fig. 11; and Fig. 13 is a sectional view taken on the line XIII--XIII of Fig. 11.

in nearly all types of railway vehicles, particularly in the case of locomotives with which the present invention is exemplied in the accompanying drawings, easy riding of the superstructure is materially interfered with by forces created in the supporting structure which tend to produce undesirable up and down movements, tilting and oscillations of the superstructure. These undesirable forces originate in various causes,.and are closely associated with the par- (Cl. U15-175) ticular `construction of the supporting structure, and also with its various connections, and particularly with its connection, as a Whole, with the superstructure.

As illustrations of various of the causes, may be mentioned the effect on the supporting structure produced by the inequalities (high and low spots) in the tracks over which the vehicle passes; the normal action of the springs of the spring rigging supportingly connecting various of the parts with other parts tending to raise and lower or tilt the supported parts, transmitting corresponding and undesirable movements to the superstructure; the abnormal action of the aforesaid springs caused by the inequalities in the road bed; the action of the main connecting rods of the engine which, due to their angular and reciprocatory movements, produce forces having vertical components applied alternately at the cross-heads and main drive wheels, which have a tendency to create tilting or oscillatory movements of the frame structure to which the crossheads are slidably connected; and themanner of connecting the supporting structure to its associated supported structure. Further reference will be made to these features during the detailed description of the invention.

Referring irst to Figs. 1 to 9 inclusive by way of exemplication, here is shown a conventional type of articulated steam locomotive, commonly known as the Mallet type, indicated generally by the reference numeral l. This present type comprises two adjacent engine trucks, namely a forward engine truck 2 and a rear engine truck 3.

The forward engine truck comprises a pedes- L.,

talled main frame 4, journal boxes 5 vertically movable relative to the frame, drive wheels 6, axles 'l `for the drive wheels journalled in the boxes, a spring rigging 8 connecting the frame 4 with .the journal boxes for support thereby (the term spring rigging being used throughout the description and claims as including in the respective instances that on both sides of the structure in connection with which it forms a part), steam power cylinders 9 supported by the frame at the outer end portion thereof, piston rods I0 for the pistons (not shown) of the cylinders, crossheads Il, guides I2 therefor carried by the frame, main connecting rods I3 connected to main crank pins I4 of the third pair of drive Wheels 6, and side rods l5 connected in the usual way to the respective drive Wheels 6.

The rear engine truck comprises a pedestalled main frame 4', journal boxes 5 vertically movable relative to the frame, drive wheels 6', axles 1 for the drive wheels journalled in the boxes, a spring rigging 8 connecting the frame 4' with the journal boxes 5 for support thereby, steam power cylinders 9', a cylinder saddle I6 supported by the frame 4 at the outer end portion thereof, piston rods l0 for the pistons (not shown) of the cylinders S', cross-heads l l', guides |2 therefor carried by the frame 4', main connecting rods |3 connected to main crank pins I4 of the third pair of drive wheels 6', and side rods I5' connected in the usual way to the respective drive wheels 6.

The adjacent ends of the two frames are joined by a flexible connection of usual construction except insofar as it is modied in accordance with the present invention, as will later more fully appear. This connection permits the frame 4 of the forward truck to move vertically relative to the adjacent end of the frame 4 of the rear truck, or to tilt or oscillate in a vertical plane extending longitudinally of the locomotive whereby its end adjacent the end of the frame 4' moves in a vertical direction relative thereto.

The boiler I8 and its cab I9 which `form the superstructure in the present instance are secured to the frame 4 in the usual manner, the boiler being xedly secured to the forward end of this frame by means of the saddle I6. The forward portion of the boiler is supported upon the frame 4 at a location intermediate the ends 0f this frame by interposed means 20 of usual construction. 'Ihe means 20 comprises an upper part rigidly secured to the boiler and having a bearing plate 2| and a lower part secured to the frame 4 having a plate 22 supporting the plate 2| to permit relative sliding movements therebetween in a direction transverse of the locomotive. Clasps 23, disposed at the front and rear sides of the plates, prevent excessive vertical movement between the plates but have sufiicient clearance at the top of the plate 2| to allow for a limited degree of tilting of the lower plate relative to the upper plate and consequently a limited degree of tilting or oscillating of the frame 4 relative to the boiler which, due to the location of the plates and the length of the frame 4, produces considerable movement in a vertical direction of the end of the frame 4 adjacent the end of the frame 4.

The flexible connection Il, according to the present invention, comprises a horizontal bar 24 which has connection at its rear end with the frame 4' through intervention of the casting forming the cylinder saddle I6. This casting comprises a housing 25 into which the rear end portion of the bar 24 extends. A vertical pin 26 extends through the bar and through the adjacent upper and lower walls of the housing and is held in place by the head 2'. and the adjacent lock pin 28 secured in lugs 29 formed on the casting. The bar 24 is connected to the pin 26 by means of the spherical bushing 3U which provides universal movement of the bar relative to the pin. The bar at its forward end is furcated providing three furcatio-ns 3 I. An arm 32 extends upwardly from the middle furcation for a purpose later to appear. The bar has connection at its forward end with the frame 4 through intervention of a casting 33 which is disposed between side members 34 forming part of the frame 4, the casting being secured to the side members 34 by bolts 35. The casting at its rear end portion is furcated providing four furcations 36 and three slots 31, the slots receiving respectively the three furcations 3| of the bar 24.

Aligned horizontal orifices are provided in the furcations 3| and 33 and in the side members 34 and a pin 38 extends through these orices, thereby rmly securing the bar 24 to both the casting 33 and side members 34 of the frame 4 for vertical pivotal movement about the pin 38. It will thus be seen that whatever movement there will be of the inner end of the frame 4 (the end to which the bar 24 is secured) in a vertical direction relative to the adjacent end of the frame 4', whether produced by vertical movement or tilting or oscillating movement relative to the boiler of the frame 4, will produce a corresponding tilting movement of the bar 24 and therefore a corresponding swinging or oscillating movement of the upper end of the arm 32, whereby this end of the arm 32 will move relative to both the frames.

While various types of resistance devices may be employed in the different localities shown in the drawings, including those employing resisting springs, the resistance devices in the present instance have been exemplied as friction resistance devices, as these will give the most satisfactory results in minimizing or dampening the Various movements which they are directed to aifect. The frictional resistance device at the location of the arm 32, which is indicated generally by the reference numeral 39, is of the sliding type.

The casting 33 is provided at its forward end with a longitudinally extending rectangular recess 40 and a pair of downwardly projecting cylindrical spring pockets 4|. A cover plate 42, provided with a similar recess 43, covers and registers with the recess 40 and is secured to the casting by bolts 44, the two recesses thus forming a chamber. Rectangular openings are formed in the end walls of the chamber and the flat end 45 of a bar 46 extends through these openings, projecting outwardly therefrom at both ends of the chamber, the rear end of the bar being slotted to receive the free end of the arm 32. The bar and arm are pivotally connected by a pin 41 whereby the bar is correspondingly moved by the arm during its movements, all movements of the bar being confined, by its connection with the arm and walls of the chamber, to movements longitudinally of the vehicle.

A sheet 48 of the usual fibrous material suitable to provide frictional resistance, is disposed in the chamber between the top face of the flat end 45 and the bottom face of the plate 42. A similar sheet of material is placed opposite the rst sheet adjacent the lower face of the flat end 45, and a metal plate 49 is interposed between this last mentioned sheet of material and the bottom of the chamber.

A metal disc 5G is disposed in each pocket 4| at the bottom thereof between which disc and the plate 49 is disposed a helical compression spring 5|. An adjusting screw :'52, provided with a lock nut 53, projects upwardly through the bottom wall of each pocket, bearing at its upper end against the disc 50 for regulating the compression of the spring, whereby the proper degree of frictional resistance afforded by the resistance material against movement of the bar 46 may be attained, it being understood that the end slots or openings through which the bar passes are of a height-to provide sufficient clearance above the bar to permit of this regulation.

It will thus be seen that any movement of the frame 4 in a Vertical direction, whether a tilting or an oscillatory movement about the joint belll] tween the plates 2| and 22, or merely an up and down movement, which may result from causes such as action of the spring rigging 8, uneven road bed, or action of the connecting rods |3, will be resisted or cushioned by the frictional resistance device for, as previously stated, any such movement will cause a corresponding movement of the arm 32, which movement of the arm, and consequently the corresponding movement of the frame 4, will be resisted in proportion to the compression of' the springs 5|.

While the preferred embodiment of the invention for the location at the flexible connection has been described, it will be appreciated that it is only necessary to secure the bar 46 at its rear end to some part of the locomotive, such for instance as the rear engine truck 3 which always moves relative to the frame 4 during any of the said movements of the frame 4. Likewise while the resistance device has been located on the frame 4 the invention, in its broader aspects, contemplates its location on the frame 4.

A leading truck 54 is disposed beneath the forward end portion of the frame 4 and comprises a frame 55 supported on. pairs of wheels 56 at each end thereof, a bolster 51, and a spring rigging 58. The spring rigging 58 is not shown in the diagrammatic drawings, Figs. 1 and 2, but is shown in the detailed drawings of this portion i of the truck, Figs. 6 to 9 inclusive, the truck being of a conventional type. The spring rigging comprises a pair of semi-elliptic springs 59 which, at their center portions, support the bolster at the opposite sides thereof and which are supported, at their ends, by the fra-me 55 by means of the hangers 68, thereby permitting the frame 55 to tilt relative to the bolster. The bolster is connected to the frame 4 through the intervention of a center pin 6 I, formed on the casting comprising the cylinders 9, a center plate 62 supported on the bolster by the lateral motion resistance and centering rollers 63. The flexing of the springs 59 and the tilting of the frame 55 when the leading truck passes over uneven track produces upward forces against the bolster and consequently the forward end of the frame 4, tending to produce up and down movement of the forward end of the frame 4. In fact any violent action set up in the springs 59 will produce a corresponding undesirable movement of the forward end portion oi the frame 4. Any such movement of the forward end portion of the fra-me 4 will produce a corresponding movement at the rear end of the frame which will be resisted by the friction resistance device 39.

To overcome or minimize these undesirable movements of the frame 55 and the springs 59 use is made of resistance means at this location. In the present instance a frictional resistance device 64 of the rotary type is employed at each side of the bolster. The resistance device comprises a plate 65, which in the present instance forms part of the frame 55, a pin 66 secured in the plate 65, a plate 61 non-rotatably mounted on the pin 66 to slide relative thereto, the plate having a square hole and the pin being squared adjacent the hole to provide for this, a hub 68 formed on the plate 61 and extending toward the plate 65, a metal plate 69 spaced from the plate 65, a metal plate spaced from the plate 69 and from the plate 61, discs 1|, formed of brous material, affording frictional resistance to rotation of the plates 69 and 1|) interposed in the respective spaces, a helical compression spring 12 mounted on the outer end of the pin 66 with its inner end adjacent the plate 61 at the hub portion thereof, a spring retaining washer 13 mounted on the pin 66, and an adjusting nut 14 threaded on the end of the pin 66 adjacent the washer for adjusting the degree of compression of the spring and consequently the amount of frictional resistance offered by the discs 1|. The plate 69 is provided with an ear 15 extending from the left side thereof, as viewed in Figs. 6 and 7, and the plate 10 has a similar ear 16 extending fro-m its right side as similarly viewed. The bolster has a downwardly extending lug 11 for each of the ears, and the lugs are exibly connected to their respective ears by links 18.

It will thus be seen that any relative movement between the frame 55 and the bolster and consequently the forward end portion of the frame 4 (the bolster being of the usual type that is held against movement relative to its frame in a direction longitudinally of the frame), whether of a tilting or oscillatory nature, or whether merely vertical, will tend to produce rotation of the plates 69 and 18 relative to the discs 1I, which movement will be resisted by the discs, and thus any undesirable movement of the outer end portion of the frame 4 will be prevented or minimized. It will also be noted that the resistance devices 64 and 39 will cooperate to prevent or minimize all the undesirable movements before mentioned of the boiler, thereby materially adding to its riding properties.

In the foregoing description the invention has been described more particularly in connection with a locomotive having articulated main frames and while it has been described in connection with a steam locomotive having but two main frames it will be understood that it also applies to electric locomotives of this type and to locomotives having more than two articulated frames, although in the case of an electric locomotive, there being no main connecting rod, the objectionable characteristic of this feature will not be present.

The following description will be confined principally to the type of locomotive having a through main frame, that is to say a single main frame, and to a steam locomotive although it will be understood that it applies generally to an electric locomotive with the reservation as to the main connecting rod. Such a steam locomotive, of a conventional type, is shown in Figs. l0 to 13 inclusive, and comprises briey a main frame 19, drive wheels 86, cylinder saddle and power cylinders 8 piston rods 82 for the pistons (not shown), cross-head 83 slidable in guides 84 carried by the frame 19, main connecting rods 85 connected to main crank pins 86 on the second pair of drive wheels 80, side rods 81, a boiler 88 and cab 89 supported on the frame 19, the cylinder saddle affording support for the boiler at the forward end thereof, a leading truck 90, and a trailing truck 9|.

A frictional resistance device 92 is located on the truck 98 and the truck, its connection with the frame 19, and the resistancedevice 92 are, in all essential particulars, similar to those already described in connection with the articulated locomotive, and no further description is therefore deemed necessary.

The trailing truck 9| comprises a pedestalled frame 65, journal boxes 94 mounted in the pedestals for vertical movement relative to the frame, a spring rigging 95 having springs 96 mounted on the boxes, levers 91 and 98 fulcrumed to the frame .93 and hangers 99 connecting the inner l ends of the springs to the levers 91, the outer ends of the forward springs to the levers 98, and the rear ends of the rear springs directly to the frame 93. The levers 98, at their forward ends are connected to hangers or links Vwhich are connected to the remainder of the spring rigging in the usual manner, it being understood that the axles of the drive wheels are mounted in the usual way in vertically movable journal boxes which support the springs of the spring rigging, these features not being shown as they are common to all locomotives of this type.

The resistance means in the present instance comprises a lrictional resistance device |0| located at each of the boxes. The frictional resistance device is, in all essential particulars, similar to the frictional resistance device 92 except that the ears of the discs are connected by links |02 to ears |93 formed on the top of the adjacent box at each side thereof. The truck 9| is pivotally connected at |04 to the frame I9 and the frame 'i9 is mounted at |05 upon the rear end of the truck for lateral'mcvement relative thereto at this end. The frictional resistance devices 92 function similar to the rictional resistance devices 64 to prevent or minimize the various undesirable movements between the frame and bolster of the truck 90 and the corresponding transmitted movements of the boiler. And the frictional resistance devices prevent or minimize all the undesirable movements between the frame 93 and the boxes 94 and the corresponding transmitted movements of the boiler, and furthermore the frictional resistance devices at each end of the frame 19 cooperate to assist each other in preventing or minimizing such undesirable movements.

A trailing truck |06 is employed in the articulated locomotive of Figs. 1 and 2, and is, in all particulars, similar to the trailing truck 9| except that frictional resistance devices similar to the devices are not shown in connection with the truck. But it will be understood that such frictional resistance devices may be employed with the truck |06 and will function in a manner similar to the devices IUI. The spring rigging 8 extends throughout the truck |06 and it will be understood that the spring rigging, journal boxes for the drive wheels and associated parts, of the locomotive of Fig. 10 are, in all essential particulars, similar to the spring rigging 8 and associated parts of the rear engine truck shown in Fig. 2.

While there have been hereinbefore described approved embodiments of this invention, it will be understood that many and various changes and modications in form, arrangement of parts and details of construction thereof may be made without departing from the spirit of the invention and that all such changes and modications as fall within the scope of the appended claims are contemplated as a part of this invention.

The invention claimed and desired to be secured by Letters Patent is:

l. A locomotive comprising adjacent wheeled trucks, having separate main frames; a superstructure, each of said frames supporting a portion of the weight of said superstructure; means, flexibly connecting said frames at their adjacent end portions, adapted to permit said end portions to move in a vertical direction relative to each other and to simultaneously effect longitudinal movement of saidframes relative to each other; and a device comprising parts adapted for relative movement having operative connections with said frames to effect their said relative movement throughout said relative vertical movement, said parts having uniform and constant frictional engagement to resist their said relative movement to elect uniform and constant resistance to said relative vertical movement of said end portions therethroughout.

2. A locomotive comprising adjacent wheeled trucks, having separate main frames; a superstructure, each of said frames supporting a portion oi the weight of said superstructure; means, flexibily connecting said frames at their adjacent end portions, adapted to permit said end portions to move in a vertical direction relative to each other and to simultaneously effect longitudinal movement of said frames relative to each other; and a device comprising parts adapted for relative movement having non-resilient operative connections with said frames to effect their said relative movement throughout both said vertical and said longitudinal relative movements, said parts having uniform and constant frictional engagement to resist their said relative movement to effect uniform and constant resistance to said relative vertical movement of said end portions therethroughout.

3. A locomotive comprising adjacent wheeled trucks, having separate main frames; a superstructure, each of said frames supporting a portion of the weight of said superstructure; means, eXibly connecting said frames at their adjacent end portions, adapted to permit said end portions to move in a vertical direction relative to each other, said means being adapted to move relatively to at least one of said frames during said relative movement of said frames; and a resistance device connected to the said one of said frames and to said means for oiTering resistance to said movement of said means whereby said relative movement of said frames is resisted.

4. A locomotive comprising adjacent wheeled trucks, having separate main frames; a superstructure, each of said frames supporting a portion of the weight of said superstructure; means, exibly connecting said frames at their adjacent end portions, adapted to permit said end portions to move in a vertical direction relative to each other, said means being adapted to move relatively to at least one of said frames during said relative movement of said frames; and a frictional resistance device connected to the said one of said frames and to said means for offering resistance to said movement of said means whereby said relative movement of said frames is resisted.

5. A locomotive comprising adjacent wheeled trucks, having separate main frames; a superstructure, each of said frames supporting a portion of the weight of said superstructure; means, exibly connecting said frames at their adjacent end portions, adapted to permit said end portions to move in a vertical direction relative to each other, said means having connection With said frames to permit said means to tilt in a vertical plane during said movement; an arm rigid with said means extending in a vertical direction; and a resistance device having operative connection with the free end of said arm and with one of said frames for oiering resistance to said tilting of said means whereby said relative movement of said frames is resisted.

6. A locomotive comprising a truck having a frame, wheels, and a spring rigging flexibly supporting said frame upon Said wheels; another truck, adjacent said rst mentioned truck, having a frame and supporting wheels therefor, the frame of said rst mentioned truck being movable in a vertical direction at its end portion adjacent the frame of said adjacent truck relative to the frame of said adjacent truck during fiexure of springs of said spring rigging; a superstructure, each of said frames supporting a portion of the weight oi said superstructure; means, flexibly connecting said frames at their adjacent end portions, adapted to permit said relative movement and to simultaneously effect longitudinal move'- ment of said frames relative to each other; and a device comprising parts adapted for relative movement having non-resilient operative connections with said frames to effect their said relative movement throughout both said vertical and said longitudinal relative movements, said parts having uniform and constant frictional ensagement to resist their said relative movement to effect uniform and constant resistance to flexing of saicl springs.

7. A locomotive comprising adjacent Wheeled trucks, having separate main frames; a superstructure, each of said frames supporting a portion of the weight of said superstructure, one of said frames supporting, at a location intermediate its ends, its portion of said Weight; means, interposed at said location between the frame adjacent thereto and said superstructure, supported upon said adjacent frame and supporting said superstructure adapted to permit said adjacent frame to tilt relative to said superstructure in a vertical plane extending longitudinally of said locomotive, thereby moving the end of said tiltable frame adjacent the frame of said adjacent truck in a vertical direction relative to said frame of said adjacent truck; means flexibly connecting said frames at their adjacent end portions adapted to permit said relative movement and to simultaneously effect longitudinal movement of said frames relative to each other; and a device comprising parts adapted for relative movement having non-resilient operative connections with said frames to elfect their said relative movement throughout both said vertical and said longitudinal relative movements, said parts having uniform and constant frictonal engagement to resist their said relative movement to effect uniform and constant resistance to said tilting.

8. A locomotive comprising adjacent wheeled trucks, having separate main frames; a superstructure, each of said frames supporting a portion of the Weight of said superstructure, one of said frames supporting, at a location intermediate its ends, its portion of said weight; means interposed at said location between the frame adjacent thereto and said superstructure, supported upon its said adjacent frame and supporting said superstructure adapted to permit its said adjacent frame to tilt relative to said superstructure in a vertical plane extending longitudinally of said locomotive, thereby moving the end of said tiltable frame adjacent the frame of said adjacent truck in a vertical direction relative to said frame of said adjacent truck; means, flexibly connecting said frames at their adjacent end portions, adapted to permit said relative movement; a resistance device having operative connection with said frames to resist said relative movement and to thereby resist said tilting; and a truck disposed beneath the end portion of said tiltable main frame opposite its said flexibly connected end portion comprising a bolster supporting frame,

wheels supporting said bolster supporting frame at each end portion thereof, a bolster transmitting weight of said tiltable main frame to said bolster supporting frame, said bolster being located intermediate the ends of its said supporting frame and adapted to permit its said supporting frame to tilt relative to said main tiltable frame in a vertical plane extending longitudinally or said locomotive, and a resistance device having operative connection with said bolster and with its said supporting frame to resist said tilting of its said sup-porting frame.

9. A locomotive comprising adjacent wheeled trucks, having separate main frames; a superstructure, each of said frames supporting a portion of the weight of said superstructure, one of said frames supporting, at a location intermediate its ends, its portion of said weight; means interposed at said location between the frame adjacent thereto and said superstructure, supported upon its said adjacent frame and supporting said superstructure adapted to permit its said adjacent frame to tilt relative to said superstructure in a vertical plane extending longitudinally of said locomotive, thereby moving the end of said tiltable frame adjacent the frame of said adjacent truck in a vertical direction relative to said frame of said adjacent truck; means, flexibly connecting said frames at their adjacent end portions, adapted to permit said relative movement; a resistance device having operative connection with said frames to resist said relative movement and to thereby resist said tilting; and a truck disposed beneath the end portion of said tiltable main frame opposite its said flexibly connected end portion comprising a bolster supporting frame, a pair of wheels supporting said bolster supporting frame at each end portion thereof, a bolster transmitting weight of said tiltable main frame to said bolster supporting frame, said bolster being located intermediate said pairs of wheels, a spring rigging flexibly connecting said bolster with its said supporting frame adapting said bolster and. said end portion of said main frame supported thereby for movement in a vertical direction relative to said bolster supporting frame during flexing of the springs of said bolster-connectingspring-rigging, and a resistance device having operative connection with said bolster and with its said supporting frame to resist said relative movement of said bolster and its said supported main frame end portion to thereby resist said flexing of said springs of said bolster-connectingspring-rigging.

10. A locomotive comprising adjacent wheeled trucks, having separate main frames; a superstructure, each of said frames supporting a portion of the weight of said superstructure; means, ilexibly connecting said frames at their adjacent end portions, adapted to permit said Aend portions to move in a vertical direction relative to each other; and a device comprising parts adapted for frictional relative movement carried by one of said trucks, and means carried by said carrying truck pressing said parts together to produce friction between said parts during their said relative movement, said parts having operative connection with said trucks to effect their said relative movement during said relative vertical movement whereby said relative vertical movement will be resisted.

JAMES G. BLUNT.

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