US243798A

US243798A - Car-truck

Info

Publication number: US243798A
Authority: US
Publication date: 1881-07-05
Anticipated expiration: 1898-07-05

Description

(No Model.) 2 Sheets-Sheet 1.

W. ROBINSON.

GAR TRUCK.

No. 243,798. Patented July 5,1881.

. Hmmm uvllllll 1 I [mi WWMESEE N PETKRS, maa-Lnmgnpmr. vll-hmmm. D. C.

(No Model.) 2 sheets-sheet 8.

No. 248,798. Patented July, 1881.

- Y Y Fig?. y\/\/m\l 55555 lub/ENTER.

UNITED STATES PATENT LL-.()rrIcE.

WILLIAM ROBINSON, OF BOSTON, MASSACHUSETTS.

CAR-TRUCK.

SPECIFICATION forming partpof Letters Patent No. 243,798, dated Ju1y\5, 1881.

Application filed April 7, 1881. (No model.)

To all whom it may concern Be it known that I, WILLIAM ROBINSON, of Boston, in the county of Suffolk andl State of Massachusetts, have invented new and useful Improvements in Radial Gar-Trucks,of-:which the following is a specification.

In the accompanying drawings, in which similar letters of reference indicate like parts, Figure lis a side elevation of a truck, consisting of a main and two supplemental trucks and a portion of a car-bod y, embodying my improvements. A portion of one of the axleboxes is represented as having been removed, the better to illustrate certain details. Fig. ,2 is a plan view with the car-bodyrremoved. Fig. 3 is a vertical section on linear x, Fig. 1. Fig. 4 is a similar section on line y y, Fig. 1. Fig. 5 represents an elevation of one of the saddles H and a section of the box upon which it rests, and also a plan view of the under side of said box and saddle. Fig. 6 is a central longitudinal vertical section of the truck and car-body embodying the invention. Fig..7 is aplan ofthe under side of that portion of the car-body engaging the eccentric-pin, (below described.) Fig. Sis a side elevation, showing certain improvements not exhibited in the former iigures, and a modification. A sectional view of the equalizing-bar, showing the shape of the guiding-bar M, is also shown in connection with this gure. Fig. 9 is a plan view ot' the under side of the truck constructed as illustrated in Fig. 8, aportion bein grepresented as broken out and a portion in horizontal section.

A represents the car-bottom; B, the main truck,centrally pivoted at A', to the car-bottom and O, the supplemental trucks, centrally pivoted at B to the main truck, and connected by the crossed links C', each pivoted at both ends to the supplemental trucks C, or equivalent mechanical device.

Extending upward from and ri gidly-secured to one of the supplemental trucks is the eccentric-pin D. This pin extends up through the ltransversely long slot B in the main truck into the longitudinally long slot E in the rocking socket E.V (See Figs. 2, 6, and 7.) This socket has its bearings E longitudinally in the car-bottom. (See Fig. 7.) The object of providing a rocking slotted socket for the admission of the pin D is to prevent undue strain upon said pin, especially when a -swinging bolster is used, as is the case ordinarily in passenger-coaches. A modification might consist of an eccentric-pin rigidly secured to the carbottom, having its lower end inserted in a slotted rocking socket applied to a supplemental truck-an exact reversal of the device shown.

In practice,when the wheels strike a curve, the rails impart an end movement to the axles F, causing the main truck B to turn on its axis. This movement, by means of the pin D, which is placed eccentrically to or one side of the swiveling-point A of the car-body, and by means of the centrally-pivoted supplemental trucks C, provided with the connecting-link C', turns the supplemental trucks so that the axles of all the supplemental trucks are on lines which are radiiot' the same circle-viz., a circle an arc of which is described by the curved track. The two slots B and E allow the free relative movement ofthe pin D, and the rock ing socket E prevents undue strain thereon, as above described.

G G are the equalizing-bars. These differ from the equalizingbars now in use, which are rigidly secured to the axle-boxes upon which they rest, in that they are adjustable, the main object being to adapt an equalizing-bar to radial supplemental trucks withoutinjuring the efficiency of either. The bars Gr are suspended fromthe axle-boxes F by mea-ns of the diagonal hangers. or stirrupswH'ywhich are pivoted to the saddles H, resting upon the axleboxes F. The shapeof the stirrups is shown in Figs. l and 4, and of the saddles in Figs. 1 and 5. Guides H, preferably made convex, as shown in Fig. 5, upon their inner sides, in order to allow the boxes to turn-slightly in the saddles without binding, are provided for controlling the relative movementof the saddles and boxes. The saddles are preferably not secured to the boxes, otherwise than as above described, in order to allow of a slight sidewise movement.

I I are springs placed between the equalizing-bar and the main trucks,and having their ends placed in the seats G and B on said bar and truck. As the car moves around a curve the outer boxes-i. e., those nearer the outer curved railmove apart, thus through t-he hangers H lifting the equalizingbar Gr on that side, and hence through the springs I raising that side of the main' truck and of the IOO car body. At the same time the opposite equalizing-bar is lowered by the inner boxes moving toward each other, thus bringing the inner hangers, H', to a more nearly vertical position and lowering the side of the main truck and of the car-body near the inner curved rail. Thus it will be seen that in rounding a curve the outer side of the car is raised and the inner side lowered, even when the rails are of the same height, and the greater the curve the greater is this tipping movement.

J J are safety-straps extendingfrom the main truck around the equaliZing-bar, serving to stiften it and prevent its vibration, and, in case of the breaking of one or more of the stirrups H', temporarily supporting it. The loops J', inclosin g the bar, are sufficiently long to accommodate the vertical play of the bar therein.

The bar M, (see Fig. 8,) secured to the main truck independently of the spring and springseats, and lying between guides M' on the equalizing-bar G, is for preventing lon gitudinal movement in said equalizing-bar.

If desired, guides J" (see Figs.1 and 9) may be applied to the equalizing-bar next the safetystraps J, thus utilizing them as guiding-bars also.

In many cases the springs I will bear at their upper ends against the main truck B, as shown in Fig. l, the seat B'" alone intervening; but in some instances the supplemental trucks are of such a shape that the springs are in the way of their inner corners, as in Fig. 9. To accommodate supplemental trucks of this description, a seat is provided for the upper end of each spring below the supplemental trucks C, and yet rigidly secured to the main truck. This seat may consist of a bar, K, as shown in Figs. 8 and 9, extending across the main truck, having its ends bent up and secured thereto, and having its horizontal portion below the supplemental truck, th ns allowing it free play; or it may consist of a short bar extending partly across the supplemental truck or other mechanical equivalent or modification of the seat K shown, provided, always, that such seat is rigidly secured to the main truck and extends below the supplemental trucks without interfering with them, to form a seat for the upper end of the spring I.

It will be noticed that the equalizing-bars G are below the axles, thus supporting the weight of the car-body below the axles, keeping the center of gravity low, and hence diminishing the rocking or jarring motion, increasing the steadiness of the car, and adding to the comfort of passengers.' It will be understood that the car-body A rests on the main truck B. The main truck rests, through the springsI, on the equalizing-bars G. The

equalizing-bars, through the han gers and sad-- dles, are supported by the boxes, and the supplemental trucks, which bear no weight, are allowed free movement with scarcely any friction, their office being to hold the boxes (and hence the axles) in position and to guide the movement of the same, not to bear the weight of the car.

L L (see Fig. 2) are safety-straps, having their ends secured to the main truck, or to a rigid connection, L', therewith, and passing down undera portion of the frame of a suppl'emental truck, thus securing it in case of accident.

In Figs. 8 and 9 a modification is shown, in which the ends of the equalizing-bar are bent up and rest upon the boxes, a curvature being made-corresponding to a circle whose center is the pivotal point of the supplemental truck nearest to it-in the portions G"' of said bar, resting and sliding on the boxes. (See the sectional portion of Fig. 9.)

It will thus be seen that by means of my improvements radial supplemental trucks and equalizing-bars are .adapted to be used on the same car without interfering with each other or injuring the efficiency of either.

Having thus fully described my improvement, what I claim, and desire to secure by Letters Patent, is

1. In a railway-car, the combination, with the car-body, main truck, radial supplemental trucks, and eccentricpin D, of a rockin g socket adapted to engage said eccentric-pin, for the purpose of providing for the necessary relative movement of the pin without danger of injury thereto during the radiation of the trucks, substantially as set forth.

2. In a radial car-truck consisting of the main truck B and supplemental trucks C, the combination of the following elements, viz: an adjustable equalizing-bar suspended below the axles, box-pedestals secured to the supplemental trucks and embracing the boxes in the usual manner, and the independent saddles- ICO H, sustaining the equalizing-bar by means of the stirrups H', substantially as and for the purpose described.

3. The combination of the stirrups H', constructed as shown, to embrace the equalizingbar G,With said bar and the axle-boxes F', pro vided with means for sustaining said stirrups, substantially as and for the purpose set forth.

4. In combination with the axle-boxes F', hangers or stirrups H', and equalizing-bar G, the saddles H, adapted, substantially as shown, to allow lateral and rotary movement upon the boxes, but to prevent longitudinal movement thereon, for the purpose specified.

5. In combination with the main truck vB and equalizing-bar G, the safety-straps J, constructed substantially as set forth.

6. In combination with thc main truck B and equalizing-bar G, the guiding-bar M, said bar being independent of the spring-seat and adapted to prevent longitudinal movement in the equalizing-bar, substantially as described.

7 rlhe combination, with the main truck B, supplemental trucks C, equalizing-bar G, and springs l, of the spring-seats K, or their mechanical equivalents, said seats being I constructed and adapted to receive the upper ends IIO of the springs below the frames of the supplesafety-straps, L, secured to one truck and eX- mental trucks without interfering with their tending around a portion of the other truck,

movement, thus allowing said frames to freely substantially as and for the purpose set forth. ro radiate between the spring-seats and the main WILLIAM ROBINSON.

5Y truck, substantially as specified. Witnesses:

8. The combination, with the main truck B HENRY W. WILLIAMS, and a supplemental truck, C, of one or more GEORGE V. MALLON.