US356347A - bbown - Google Patents

Description

(No Model.) .3 Sheets-Sheet l. J. BROWN & T. MIDELTON.

BOG-IE.

No. 356,847. Patented Jan. 18, 1887.

1.7V VEW TOR 7 1/50) .llltorlwy (No Model.) 3 Sheets-Sheet 3.

J'. BROWN & T. MIDELTON.

BOGIE. I No. 356,347. Patented Jan. 18, 1887.

UNrrn STATES PATENT rrrcn.

JOHN BROlVN, OF REDFERN, NEAR SYDNEY, AND THOMAS MIDELTON, OF DARLINGTON, NEAR SYDNEY, NEW SOUTH WALES, ASSIGNORS TO JOSEPH WALKER OAKMAN, OF BROOKLYN, NEW YORK.

BOGIE.

SPECIFICATION forming part of Letters Patent NO. 356,347 dated January 18, 1887.

Application filed December 19, 1885. Serial No. 186,173. (No model.) Patented in Victoria May 30, 1884, No. 3,730, and in New South Wales August 29, 1884.

ToaZZ whom it may concern:

Be it known that we, JOHN BROWN, residing at No. 42 Burnett street, Redfern, near Sydney, in the British Colony of New South Wales, carriage-builder, and THOMAS MIDEL- TON, residing at No. 2 Oodrington street, Darlington, near Sydney, aforesaid, mechanical engineer, both subjects of the Queen of Great Britain, have invented new and useful Improvementsin Bogies, parts of which are applicable to other underg'ear for railway and tram- ,way rolling-stock, (for which we have obtained New South Wales Letters of Begistrati on dated the 29th day of August, 1884, and Victorian Letters Patent No. 3,730, dated the 30th day of May,l884,) of which the following is a specification.

This invention has been designed principally for the purpose of allowing the wheels of bogies which support carriages or other railway or tramway rolling-stock to adapt themselves, within certain limits, to the various curves over which they may be travelingthat is to say, so that the axles of such bogiewheels will automatically radiate themselves toward the center of the curve, by reason of the wheels thereon always being caused,principally by their flanges,to travel parallel with the rails; or, to put it in plain words, when the bogie is passing over a curve, the wheels upon the outer rail will extend their distance apart, while those on the inner rail will approach one another proportionately to the radius of the curve being run upon.

Some of the parts designed in the carrying out of this invention may be applied to other methods of mounting wheels and axles.

Our improvements in bogies consist, first and principally, in attaching the axles of the two pairs of wheels together by a jointed or articulated connection, the axles of each pair of which having a certain amount of independent play beneath the vehicles about a central pin unattached to its under frame. One part of the articulated connection thus formed is centered to said under frame at a predetermined distance from the said central pin, while the other part of the articulated connection is radially connected to the said under frame.

Our improvements consist, secondly, in a peculiar method of giving independent play to each pair of wheels; thirdly, in supporting the vehicle-frame and its superincumbent weight directly or almost directly above the head of the rail; fourthly, in the method of constructing the wheels and axles, each wheel having an independent motionron its axle-that is, the revolution of one wheel on the axle is not governed by that of the other wheel on the same axle; iifthly, in transferring the superincumbent Weight,preferably by fluid-pressure, from off the journals of the axles onto the peripheries of the wheels, so as to form an efficient brake; and, further, in the particular.

combinations and arrangements of parts hereinafter more clearly set forth.

In our improved bogie the vehicle-frame and its superincumbent weight is supported (with the intervention of the usual springs) by a longitudinal beam on either side,whose ends rest upon or in a groove on the top of the axleboxes on that side of the bogie,and which ends are curved to allow the required amount of play when the axles radiate. The axle-boxes are tied together by guiding frames or rods,

or what we term axle-frames, which are jointed about a central pin,which we call the bogie-pin. At a predetermined distance from this'bogie-pin one of said axle-frames is centered upon the king-bolt, which issupported from the vehicle by a transverse beam or frame. The other axle-frame is connected from its outer ends by links or radius-bars to the vehicle under frame by center studs on either side of the king-bolt and in its transverse support,or to one center depending from the vehicle.

Our wheels we make dished shape, with a journal or hub in the concave portion, and we do not fasten them to the axle, which only assists (according to our method of mounting) to determine the gage of the wheels. The said bearing-beam before mentioned rests upon the axle-boxes, and the weight which it carries is received by such boxes and the journals therein at a point directly or almost directly above the head of the rail.

The brake mechanism is supported above and by the axle-frames, the shoes which are on the ends of the transverse brake-beams being held off the peripheries of the wheels by a spring within each of the brake-cylinders, and said brakes are applied by the aid of pressure, preferably of a fluid nature, admitted to within said cylinders from an accumulator, or in any other approved well-known manner.

In order that our invention may be clearly understood, we will now describe the same with reference to the drawings hereto attached, in which- Figure 1 is a longitudinal elevation of a bogie constructed according to our said invention. Fig. 2 is a plan; Fig. 3, a longitudinal sectional elevation upon the center line, omitting some parts. Fig. 4 is an end elevation; Fig. 5, a cross section on the line a a in Fig. 2, and Fig. 6 a cross-section on the line b b in same figure. Fig. 7 is a diagram illustrating the action of ourinvention in passing a'curve. In Fig. 2, for the sake of clearness, the brake mechanism is shown above but one pair of wheels, and in Figs. 4 and 5 it is omittedaltogether. Figs. 8 and 9 represent a modification in which the bogie-pin, king-bolt, and articulating-j oint are in longitudinal line. Fig. 10 represent-s the skeleton axle-frame.

A A are the wheels; 13, one axle, (say of the 1eading-wheels;) O, the other axle; D, the iongitudinal bearingbeam; E, the bogie-pin; F, the king-bolt; G, links or radius-bars, and H brake'cylinders. AA arejournal-hubs; A, concave web of wheels. B and G are nuts on ends of axles; B and O, axle-boxes, and B and C grooves in covers thereof. B" and (1* are the axle-frames, constructed preferably of sheet or plate iron bolted or riveted to the transverse channel-irons l3 and C, which hold the axle-boxes. D are rests for vehicle under frame; D suspendinglinks, and D springs. E and Fare jaws, flanges, or strengtheningpieces to form the joint at E and F. E is a friction-piece or sliding block having longitudinal play. F is atransverseframe or beam, constituting a part of the car body or frame. G are center pins; G, brackets or distance pieces,- I l brake-beam; H, brakeshoes; H plunger or piston; H", spring; H piston-rod, and H its foot and guide. H are cylinder standards or supports from axle-frames.

In traveling over or passing around a curve the axle B is radiated or placed square or nearly square across the rails; or, in other words the wheels are caused to travel parallel with the rails by the action of the rails upon the flanges of the wheels, which moves axleframe 13' about the king-bolt F, and causes bogie-pin E to move to one side of the center line of the car, and the wheels A on axle 0 (being centered upon bogie-pin E) also become radiated by the links or radius bars G, whose centers move to one side of the center lineof the rails and control the axle-frame 0* and pull the axle 0 square or nearly square across the rails, thus dividing the radiation between the two pairs of wheels.

As the wheels on the inner rail of the curve have less distance to travel they have a less number of revolutions than those on the outer, and being free within the axle-boxes and upon the axles this takes place without strain and with a minimum of friction.

Pressure is supplied from an accumulator, or in any well-known manner, to cylinder H, and, when desired, admitted upon piston H, to compress spring H and force the beam H, with shoes H, onto top of the peripheries of wheels A against the supporting stays or standards H-that is, the ends of beam H rest upon the wheels, and the pressure above the piston lifts the weight off and upon frames,&c., by means of the said standards, thus relieving the axle-boxes of the superincumbent weight of the car and transfers it to the peripheries of the wheels A, and forms an efficient brake upon them. WVhen the pressure is relieved, the spring H returns the beam H and shoes H to their normal position off the wheels.

Instead of the two center pins, G, as in Fig. 2, one pin, G, in the center, attached to the car under frame F, would serve the same purpose, and the position of this is shown by dotted lines joining the center line at G in Fig. 2 and in Figs. 8 and 9. The relative positions of the bogie-pin E and the king-bolt F are preferably determined by the length of the car under which they are placed, the former beinggenerally placed in the center of the bogie,and thelatterata distance from it greater or smaller, as the car is longer or shorter, and

distance apart'of centers G of the radius bars or rods is likewise determined in the same manner.

The ends of the longitudinal bearing-beams D rest in grooves 13 and O on top of the axleboxes, and have play within such by reason of their shape, as shown, and their sliding action, and it will be seen that by this arrangement the weight is directly received upon the journals or hubs of the wheels or journal-hubs, and not by the axles, and it is received as nearly as possible above the point of resistance-that is, above the point of contact with the rails.

Fig. 7 is a diagrammatic plan illustrating the main principle of the radiating. motion. a a is one axle; b b, the other axle; c a, center line of car; d, position of bogie-pin; e, position of king-bolt; f f, centers of radius bars or links; f, alternate common center for same, andg 9 center line of a railway-curve of eightyfeet radius.

Having thus described the nature of our in vention and the manner in which the same is to be performed, we would have it understood that we do not confine ourselves to the exact details of the mechanism shown for carrying our invention into practical effect; but what We believe to be novel, and therefore claim as our improvements in bogies, parts of which are applicable to other under gear for railway and tramway rolling-stock, is

1. In a railway-bogie, the wheel-axles mounted on an articulated attachment, one member whereof is jointed to the under frame between said axles at a distance from the articulating 10 joint, and the other member radially connected to said under frame, substantially as set forth.

2: The combination and arrangement of independent wheels Athat is, loose upon the aXle-the axle-frames B and G the bogie-pin 15 E, the king-bolt F, and the radius bars or links G, substantially as herein described and explained, and as illustrated in the drawings.

3. The combination and arrangement of the beam H and shoes H with a pressure-cylinder, H, supported directly upon or by the 20 JOHN BROWN. THOS. MIDELTON.

Witnesses FRED WALSH, EDGAR FUssELL.

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