US365939A - Eailway car - Google Patents

Description

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J. W. POST.

RAILWAY OAR. No. 365,939. Patented July 5, 18817.

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J W POST RAILWAY OAR.

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' Patented July 5,1887.

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J. W. POST. RAILWAY OAR.

N0. 365,939.v Pat'ented JuIy 5, 1887.

mmy S l W tnesses lmmm further, to the construction and arrangements NITED STATES JOHN XV. POST, OF

NEW YORK, N. Y.

RAILWAY-CAR.

SPECIFICATION forming part of Letters Patent No. 365,939, dated July 5, 1887.

Application filed November 24, 1986. Serial No. 210,797. (No model.)

To all whom it may concern.-

Be it known that 1, JOHN W. POST, a citizen of the United States, residing at the city of New York, county of New York, and State of New York, have invented certain new and useful Improvements in the Construction of Railway-(Jars; and I do hereby declare the following to be a full, clear, and exact description of the same, such as will enable others skilled in the art to make and use the said invention.

This invention relates particularly to improvements upon the car frame and trucks shown and described in Letters Patent No. 285,675, granted to me on the 25th day of September, 1885. Among the additional improvements since devised may be named the means employed for uniting the ends of the tubes which form the circular and rectangular frames of the car-body, and, further, to the device for supporting the buffer-springs in position; also, the construction and arrangement of the buffers and couplings, and, still of various parts of the car-truck, by which the car, as a whole, is rendered more durable and perfect in its actions; also, the downwardlyprojectiug flange of the kingbolt, which excludes dust and dirt and otherwise protects the wearing'surfaces.

In the accompanying drawings, Figure l is a side elevation of the car trucks and frame complete, showing the connections and arrangement of the principal parts. Fig. 2 is a plan view of the carframe and one platform, illustrating the arrangement of parts about the ends of the car in connection with one of the platforms. Fi 3 is a side elevation of one-half ofa car-frame, enlarged and partly in section to show the construction of the pedestals and journal-boxes, as well as the method of securing the springs in the longitudinal tubes of the car-frame. Fig. t is a transverse section through the car and one of the cartrucks, especially illustrating the construction of the king-bolt and its connections. Fig. 5 is a perspective view of one of the car-trucks, showing the arrangement of the braces in the same. Fig. 6 is a detail view illustrating the method of connecting the ends of the tubes forming the circular and rectangular frames,

the coupling-hooks are attached.

as well as their attachment to the central longitudinal tube forming the continuous drawbar. Fig. 7 shows a bottom plan of the car, one of the trucks in place, the other having been removed. Fig. 8 represents a vertical section through the' drawbar, showing the bu lfer and buffersprin g, as well as the method of attaching the coupling-hook. Fig. 9 shows the under side of one of the platforms with the coupling-hook and its operating devices. Fig. 10 is a detail, partly in section, illustrating the manner in which the panels or outer covering of the car is applied to the frame.

The principal features of this invention consist in forming the car and truck frames almost wholly of metallic tubes, preferably of milled steel, as combining great strength with small weights, and so arranging the several parts that the car, when inclosed with an in combustible covering, shall be practically indestructible, as it cannot be destroyed by fire, and offers the greatest resistance possible for the amount of material employed in its con struction to destruction from the crushing effeet of collisions or the many accidents to which all cars are liable when in use.

In the drawings, A A represent the two longitudinal tubes which take the place of the plates in an ordinary car-frame, and A is a central tube placed above and between the tubular plates A A, and connected therewith, at each end of the car, by a'transversc metallic plate, A, to act as an additional support and ridge-piece. Two tubular sills, ]B B, running lengthwiseone at each side of the car near its bottom-forn1 the outer lower corners of the car, While at a lower level and between them is the strong longitudinal tube B, serving as an additional support to the floor-frame and acting as a continuous draw-bar, to which It will be observed that these six large tubes extend the entire length of the car and present the greatest possible resistance to the crushing effect of a collision. Connecting these longitudinal tubes and taking the place of the floor and side frames, as well as rafters, of the ordinary car, are the rectangular tubular frames or ribs 0 and the circular tubular frames or ribs 0. The rectangular frames 0. pass around outside of the sills and plate, but within the ridge'piece and continuous draw-bar, while the circular frames 0 pass withinthe sills and plates and outside of the ridge-pieceand draw-bar, forming braces at every angle of the rectangular frame, thus stiffening the car-frame against all lateral shocks or forces which would tend to deflect it from a straight line. These rectangular and circular frames have ends a on the tubes from which they are formed, united at their lowest joints by being received into suitable orifices in the clamp-pieces D, and are there secured by set-screws, brazing, or other proper means, which shall render the frames and clamp pieces in effect integral when united. (See Fig. 6.) A large opening through these clamp-pieces between the two frames receives the draw-bar B, thus uniting each set of frames throughout the length of the car with said draw-bar, causing the draft and ordinary buffer strains to beequally distributed through its entire length, andpreventing the strains caused by the draft and buffing mechanism from injuring the car, as they do when attached to each end only, as in the ordinary manner of constructing cars; It will. be observed that the frames are arranged in sets or groups of three side by side,

two of which-namely, the outer ones of each set-are circular, with a rectangular frame placed between them, and they may, if desired, be firmly united to each other at their intersections. The arrangement of the tubes in each may, however, be changed by placing a rectangular one on each side of a circular one, or by forming each set of only one tube of each kind. It will be seen that by this arrangement a large space is left between the sets or groups of tubes, which space serves the purpose of a window-opening, the groups being placed at the proper distance from each other to allow of such use. The platform of the car and boards over the same are supported above by the bent tube E, the ends of which enter the tube A A and rest in contact with a spiral spring,b, coiled within each tube and supported by an abutment, 71', formed by slipping a short section into the larger tubes and securing it in the proper position by brazing or other app rop riate means. These abutments are found to be much better than the simple pin employed for the same purpose in my beforenanred patent, as they afford a firm support for the spring-coils throughout their whole circumference, and wholly avoid any danger of breaking the springs by compression. An arm, E, is rigidly secured to the middle of the tube and bent upward to bring it into the roper position to enter thetube A, which is provided with an abutment and spring like the tubes A. This upper platformsupport,

car, would be forced inward, shearing off the pins a and allowing the force or momentum of the opposing cars to be taken up by the spiral springs I), which then act as buffersprings to resist the shock, and, with the assistance of the devices hereinafter described, prevent further damage. Depending from the tube E are the tubular rods 0 and c, which are connected at their lower ends to the platform F, and thus assist in supporting the same. The frame-work of these platforms consists of the cross-plate F, secured upon the projecting ends of short tubes G G, which enter the ends of the tubular sills B and bear against coiled springs arranged between the ends of said short tubes, and an abutment within the sills, arranged and acting in the same manner as the abutments and springs in the tubular plates, hercinbefore described, an additional connection being made between the shorttubes and sills by pins a, said pins being arranged to beicut by the telescoping of the short tubes with the sills in case of a collision, and allowing the momentum of the opposing ears to be expended on thespiralsprings inclosed withinthe tubular plates and sills. Atubular beam, G, slightly curved, extends along the front ofthe platform and serves as a buffer beam, aswell as ajointof attachment for the supporting-rods c, which depend from the bent tube E, connected with, the plates. In order to give support to the steps, the rod 0 is carried downbeneath them,

bent at right angles to accommodate it to their form, then carried upward through the ends of the beam G, and finally secured to the rod 0 in such a position as to form an outer handrail for the steps. It will be apparent that this platform will form no rigid obstacle to the inward, movement of the tubes E, E, and G when made necessary through a collision or buffers project a short distance in front of the platform and serve all the purposes of the buffers on ordinary cars, and may, if desired, be provided with a socket for the reception of a link and pin-hole to receive a pin to allow coupling to be made with the link and pin now in common use;

The coupling device which I prefer to use, and which is illustrated, together with its op? erating mechanism,in Figs. 8 and 9 of the drawings,consists of the hook I, pivoted to an extension of the plate E, which is connected directly to the continuous draw-bar B, said hook having a lateral swinging movement within the guide d,secured to the under side of the platform. A spring, d, is also secured to IIO the plate F and has its free end bearing against one side of the car. By means of this construction it is evident when two cars are pushed together on the same track the beveled ends of the hooks will allow them to pass each other until the hooks engage, in which position they will be retained by the springs (1 until released by withdrawing the hooks from their engagement with each other.

I accomplish the disengagement of the coup ling-hooks when desired by means of a vertical shaft, I, journaled upon theplatform of the car, its upper end provided with a handwheel, I, and itslower end projecting beneath said platform and connected by a chain, (1, with the coupling-hooks. It is evident that by rotating the shaft J and winding up the chain the hooks will be drawn to one side, and thus disengaged.

The kingbolls K, by which the car is connected with the trucks, are attached to the drawbar B at suitable points, as follows: The upper end of the king-bolt is expanded so as to form a large head with a semicircular groove in its top. This groove receives the lower half of the draw-bar, which is secured therein by means of the cap K, alsoprovided with a semicirculargroove to receive the upper halfof the draw-bar, and secured to the head of the king-bolt by screw-bolts, which :ause said cap and head to firmly clasp the draw-bar, and thus retain the king bolt in its proper position with relation tothe car-trucks. There is also a depending flange, 00, made integral with the head of the king-bolt, which completely overcaps the top of the truck'- soeket 0, thus protecting the bearing-surfaces from the usual accumulation of dust and dirt, not only greatly lessening the ordinary friction, but also the wear of these important connections. These trucks are shown clearly in Fig. 5 of the drawings, and are constructed almost wholly of metallic tubes, the main frame consisting of two tubes, L and L, bent into a rectangular form, their ends united, and one placed above the other. At the sides of the truck the tubes L and L are separatechso as to form a truss in connection with the space blocks 0 and pedestals M M,which act as struts between the upper and lower tubes. The space-blocks 0 also serve as a means of connecting the bolster-beams N with the side frame. These beams N are placed at a suitable distance apart to receive between them the king-bolt socket O, which receives the kingbolt of the car, and in which it may be retained, if desired, so that the car cannot separate from the truck, by a set-screw, c, or bolt passing through one side of the socket and entering arecess in the king-bolt. This connection of the truck with the car allows both a lateral and vertical movement of the truck with relation to the car, the first of these movements being secured by the turning of the truck upon the king-bolt as a center and the second by the oscillation of the car upon the kingbolt,

the draw-bar forming thejournal uponlwhich it rocks. The bolster-beam isfurther strengthened by the curved bracebarsff, the ends of which are secured in the pedestals and at midlength to the bolster-socket, thus forming a strong diagonal bracing for the truck-frame. The pedestals M M are also of tubular form, and in addition to their connection with the truck-frame bars L L are further stiffened by the longitudinal braces g and l1. 72, the first of which (the brace g) is connected at midlength to the lower part, L, of the truck-frame, its ends bending downward and uniting with the pedestals at their lower ends, the whole forming a stiff longitudinal bracing for the trucklrame as well as thepedestals. The pedestals are slotted on the inner side to a lo the passage of the ends of the car-axles I P, the journal of which rests in the boxes i "i, w i in turnsupport the Weight of the truck-fra1ne and car through the springs s, which are placed within the pedestals between the lower bar of the truck-frame and the axle-boxes.

In order to prevent the axle-boxes from fa1l ing out of the pedestals when the truck-frame is, for any purpose, raised or taken off the track, short sections of tube at m are secu e in the lower end of the pedestals byset-scre a n, readily removable when it is desired {0 change the axle or remove them for other p11 poses.

In order to give side bearings or supports to the ear to prevent excessive oscillation, upwardly-projecting steel bearings r r are secured to the upper bar, L, of the truck-frame upon each side of the truck. The upper ends of said steel bearings enter the curved and grooved wear-plates g g, secured upon the bot tom of the car, and not only steady the same, but assist in carrying its weight, thus relieving to a certain extent the load upon the kingbolt socket. The downwardly projecting flanges of the wear-plate protect the engaging surfaces from the dust and dirt, and thereby greatly lessen the friction in turning curves.

In Fig. 10 of the drawings I have shown the method of attaching the covering of the car to the frame-work; but as this covering forms the subject of a separate application for patent it is not necessary to further describe it here. The car frame and trucks, as will be seen by this description, are composed. almost entirely of metallic tubes, thus presenting the metal in that form which experience has demonstrated as affording the greatest strength for a given weight of metal, and the parts are so arranged and proportioned as to avoid an excess of strength and consequent increase of weight in any one part over the rest, thus forming as a whole the lightest running-gear and car-frame in proportion to its strength that can be constructed from the same weight of metal.

Having thus described my invention, I claim as new and desire to secure by Letters Patent the following:

IiO

IIS

1. As an improvement in car-framcs, the combination of the tubular plates and sills with the groups of the tubular rectangular and circular frames or ribs and the continuous tubular draw-bar connected with said frame, as set forth.

2. In a railway-car frame, the combination of the groups of tubular rectangular and circular frames with the continuous tubular drawbar substantially as specified.

3. In a railway-car frame, as a means of uniting the ends of the tubular frames and said frames with the draw-bar, the couplingpiece D, provided with suitable openings to receive said frames and draw-bar, as shown and described.

4. In a railway-car, the tubular continuous draw-bar B, in combination with telescopic extension-pieces G and buffer H, arranged and operating substantially as set forth.

5. In a railway car, the tubular continuous draw-bar B and telescopic extension-pieces G, in combination with the hook-couplings I and their-operating mechanism, substantially as specified.

6. In a railway-car, the platform F, partially supported by the roof-framing, in combination with the rods 0 and a; connectingsaid platform with the roof-frame, and also forming a support for the steps and a hand-rail, as set forth.

7. Ina railway-car, the platform F, connecting-plate F, and beam G, in combination with the telescopic extension-tubes G, the spiral springs, abutment-rings, and tubular sills B B, arranged, as shown and described, to actas an additional buffing mechanism and to prevent danger from collisions, as specified.

8. A railwaycar provided with grooved wear-plates g, in combination with the steel bearings 1-, projecting upward from the side frames of the truck and entering the grooves of the wear-plates, as set forth.

9; In a car-truck frame, the combination of ranged to prevent the withdrawal of the kingbolt from the socket, as set forth.

' 12. In arailway-car, theking-boltK, in combination with the cap K and draw-bar B, ar-

ranged to connect theking-bolt directly to the draw-bar, as set forth.

13. In a railway-car, the king-bolt secured to the draw-bar, as shown and described, and provided with the downwardly-projecting flanges m, as and for the purpose specified.

14. The combination oft-he king-bolt K,having the downwardly-projecting flanges 00, with the king-bolt socket 0, carried by the bolsterbcam N N upon the truck-frame, as set forth.

In testimony that I, claim the foregoing as my invention I hereby affix my signature in the presence of two witnesses.

JOHN W. POST.

\Vitnesses:

M. T. E. CHANDLER, M. A. BALLINGER.

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