US354964A - Car-truck - Google Patents

Description

(No Model.) .2 Sh eetsSheet 1. W. S. Gr. BAKER.

' OAR TRUCK, No. 354,964. Patented Dqc. 28,- 1886.

INVENTOR N. PETERS. P'Mto-Lilhognphar. Wnhingtnn. n. a

(NoModeLj 2'Sheets-Sheet'2 W. S. G. BAKER.

CAR TRUCK.

Patented Dec. 28, 1886.

, INVENTOR 4 M By 712' Sflttorneys N PETERS, PholM-Rhognpher. Wiihingiom [1Q UNITED STATES CAR-TRUCK.

SPECIFICATIGN forming part of Letters Patent: No. 354,964, dated December 28, 1886. Application filed September 15, 1886. Serial No. 213.619, (No model.)

To all whom it may concern.-

Be it known that I, WILLIAM S. G. BAKER, of Baltimore city, in the Stateof Maryland, have invented certain new and useful Improvements in Oar-Gears, of which the following is a specification, reference being had to the accompanying drawings, in which V Figure l is a side elevation showing my im proved gear applied to a car. Fig. 2 is a crosssection on the line 2 2 of Fig. 1, and Fig. 3 is an end view.

My object is to produce a simple, light, strong gear, by which I provide for freedom of motion for the car-body laterally and longitudinally, and by which I get a long spring range, as in post-gears, without using any post or spring-bolts.

Referring to the letters on the drawings, A indicates a malleable or cast steel pedestalbrace, secured on the car-sillX by vertical and horizontal bolts, as illustrated. This brace is stayed longitudinally at its lower end by pipestays C and D, the latter of which turns up, and is secured to the car-sill in any usual way. (Not illustrated.) The stay D extends from the front to the rear brace A. j

E is a lateral stay extending from the pipestay 0 to the cross-sill (not illustrated) of the car-body, where it is firmly bolted.

The axle-box F rests on the axle G, and upon it hangs link H, which supports'the springcarriage I. The spring-carriage is free to move longitudinally only in brace A, which acts as a guide for it, and here is the only place in the gear where metal moving parts contact with each other. The spring-carriage being sus pended by the link and the box being fixed on the axle against lateral movement, the carbody, pedestal-brace, and spring-carriage can play laterally by the swinging of the bottom of the link in the usual way, as shown, for example, in United States Patent No. 247, 2gg,

As thespring-carriage hangs free i'n the pedestal-brace, to move longitudinally within the limits of the jaws of the brace, when the brakes are applied to the wheels, the box would be forced against the pedestal-brace, unless prevented, which. wouldplace an undue strain upon the fastenings of the brace tothe carsills, as well as cause a rumbling noise. To prevent these things I provide a rod, K,which I place within the pipe-brace (l, and which passes through the pedestal-brace opposite the spring-seat on each spring-carriage and contacts with a metallic projection or toe, L, provided on each spring-carriage. This toe is made long enough to allow for the spring range or the vertical movement of the springcarriagc, due to the compression or extension of the springs under varying loads or jolting, so that the rod willalways contact with the toe. As soon as the brakes are oft, the boxes are free to play within the jaws of the brace A, because the rod K is free within pipe 0, and will follow the box, or will rest between the spring-carriages to resist the brake-pressure on each, which is in opposite directions. By this device I can keep the box in the center line of the pedestal when the brakes are on and relieve the pedestal-brace ofall strain, the pressure being brought directly on rod K, which prevents the usual noise where the boxes are forced in contact with the pedestalbraces by the brakes. Instead of links to suspend the carriages, I might use boxes with springcarriages cast on them.

I am aware that connections have been used between boxes and car-gear for a similar purpose; but they htwe been secured to the boxes by bolts or keys, and are liable to wear, drop oft, and rattle. e

The steel spiral springs M rest upon gum cushions N in spring-seats O of the spring-can riage.

P indicates what I call an insulator-beam having seats for gum cushions Q on its lower side, against which bear the upper ends of the coil-springs.

The spring-carriages I have projecting pins Z Z extending up from center of spring-seats. The insulator-beam P has corresponding pins, Z Z, extending downward. These pins Z and Z enter openings in gum cushions within the coiled springs and assist in-keeping. them in place.

R indicates gum cushions in seats'S, formed on the ends of brace-A beneath the car-sill, which cushions rest on the top of the insulatorbeam. These parts are held by securingbolts T, passing through the sill, cushions, beam, and brace A, as shown. This arrangement of the springs gives an easy motion and prevents noise, as all parts are cushioned. As the insulator-beam is free within the jaws of brace A, and as the spiral springs are also free of the jaws and without spring bolts passing through them and connecting them with the sills, all noise in operation is prevented. The insulator-beam admits of a wide base for contact with the car-body, which conduces to security and to ease of motion.

U indicates a bolt which stays and strengthens the lower part of brace A by means of thimble V and nuts W.

WVhen it is desired to take out the box, the pedestal-brace A and stays (J, D, and E remain undisturbed. All that is required is thatthe bolt U and the thimble V be removed, when the box can be removed.

It will be seen that my improvements secure great lightness of structure, considering the service required, with the minimum wear and W. S. G. BAKER.

Witnesses:

M. S. HOPKINS, G. W. KOHLMANN.

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