US373640A - Railway-car - Google Patents

Description

t 6 8 h S 8 b 8 G h S 3 L L I R B A J M d 0 M O RAILWAY GAR.

No. 373,640. Patented Nov. 22, 1887.

WITNESSES.

ATTORNEY 3 Sheets-Sheet 2.

(No Model.)

J. A. BRILL.

RAILWAY GAR.

Patented Nov. 22, 1887.

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J. A. BRILL.

RAILWAY GAR. 0. 373,640. Patented Nov. 22, 1887.

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INVENTOR W QW x41 g g ATTORNEY UNITED STATES JOHN A. BRILL, OF PHILADELPHIA, PENNSYLVANIA.

RAlLWAY-CAR.

SPECIFICATION forming part of Letters Patent No. 373,640, dated November 22, 1887.

Application filed February 23, 1887. Serial No. 228,630. (No model.)

To all whom, it may concern.-

Be it known that I, JOHN A. BRILL, a citizen of the United States, residing at Philadelphia, in the county of Philadelphia and State of Pennsylvania, have invented certain new and useful Improvements in Railway-Oars, of which the following is a specification, refer ence being had therein to the accompanying drawings.

My invention has relation to street-railway cars in general, but more particularly to cars for cable railways; and it has for its object to so construct and arrange the running-gear of the car upon a truck-frame and provide elastic supports or springs for the carbody that an ample or a clear longitudinal central space within the truck-frame between the wheels is provided for hanging the grip; that surging or end oscillation of the car as it travels along is avoided; that a long length of carbody can be used; that the wheels can be located as near to the ends of the car as desired; that the car travels with greater ease and less cable-power is required to propel it than when equipped with the systems of running gear heretofore in vogue, and that the brake-appliances are so located and arranged that they can be operated from either end of the car and do not obstruct or come within thelongitudinal central space upon the truck-frame for the grip-supports.

To accomplish these results I provide the car with a truck-frame, which may extend from end to end of the car, or be of any desired length, and its sidebars form the springsupports for the car-body that is to say, the car-springs are located between the truckframe and carbody. Each wheel on the truckframe has its own separate axle, suitably mounted on axle-boxes located at each end of the axle, whereby each wheel and its axle has its own separate endwise curving, rolling, or other motions, and as all of the wheels move independently of one another they severally travel upon curves or accommodate themselves to the inequalities of the road-bed or the varying conditions of service without interference one with the other, to admit of ease of travel of the car, which consequently requires less power for its propulsion. This individual or independent movement of each wheel and its axle also admits of locating the wheels as near to the ends of the car as desired, so that undue end oscillation or swinging of the same is avoided; and as the axles are in their nature split axles a central longitudinal open or free space is provided within the truck-frame for the grip and its supporting-bars, and to maintain clearance of this space the brake-shoe appliances or operating devices are located on each side of said space or at the sides of the truckframe.

My invention accordingly consists of the combination, construction, and arrangement of parts, as hereinafter described and claimed, having reference particularly to a car-body, a truck-frame, spring-supports, and bolt-connections between the sides of the truck-frame and the longitudinal bolsters or sill-pieces of the car. divided axles forming separate axles for each wheel of the truck, and axle boxes for each such axle, brace and truss rods for the truck-frame, transverse bars on the truckframe for supporting a gripping device, and brake appliances secured to the side or longitudinal bolsters of the trucleframe.

Referring to the accompanying drawings, Figure 1 is a side elevation of a car with gripping device embodying my improvements; Fig. 2, aplan of the trnck-framcand runninggear and brake-operating devices; Fig. 3, a transverse section of truck-frame. Fig. 4 is a detail side elevation showing elliptical springs for supporting the car, and Fig. 5, a detail section, drawn to an enlarged scale, through one of the spiral sprii-ig-supports between the carbody and truck.

A represents the ear-bod y, which may be of any desired configuration or style; B, the truck-frame, which may extend nearly from end to end of the car, as shown, or be of any parallel beams or bars I) b of the truck-frame.

At suitable points along the under sides of the car-sills a a and the under sides of the truckframe beams I) b are secured transverse metal plates 0 O, which are preferably depressed between their ends, as shown at 0.

plate, 0, is so depressed to allow the car-floor The upper to be laid flush, and these plates wherever located bridge or connect either the parallel sills a a or the truck-frame beamsb b. These plates are arranged in pairs, comprising a top and bottom plate in due alignment with one another to form the top and bottom supports for the spiral springs D D, which are thus located between the truck-frame and the car-body. The lower plate, is depressed, as described, to obtain as great a space between each pair of plates as possible for using a desiredhelght or length of. spiral spring D. To properly support and maintain the springs D in position, as well as to provide a suitable yielding connection for the car-body and truck-frame when the plates 0 O and spiral springs D are used, I provide the plates 0 O with central openings, 0, and with annular recesses or flanges upon their adjacent sides or those facing each other, which recesses receive the ends of the springs and a bolt, E, with nuts. or heads e, which pass down through openings 0 of each pair of plates and through the cantrel, or mandrel openings of the intervening spiral or other springs. The bolts E therefore hold the springs in position and form a connection between the car-body and truck-frame for holding them, together under all conditions of service without interference with the movement of the springs.

Any suitableeonstruetion of springs may I be employed. Thus, for instance, either spiral or rubber alone may be used, or elliptical springs may be employed, in which case the bolts E are dispensed with, and the top and bottom leaves of the elliptical springs are securely fastened to the ear-sills and to the truck-frame, respectively, to'secure them together, as shown in Fig. 4. j I prefer,.however,

v to use a combination of rubber and spiral springs, as more plainly shown in Fig. 5that is to say, inthe cups or recesses c are inserted rubber disks d, between which are the spiral springs D, and between the ends of springs. D. andthe disks (1 are metal plates d", having edgefiange, d projecting above and below said plates, to retain the disks and springs in due alignment, the disks (1 and plates d being provided with central openings for passage of bolts E. I also prefer I to interpose rubber washers or disks e between the plates 0 and the heads or nuts e of thebolts E to give'the greatest possible elasticity to the springs for the cars and to avoid wear on said heads or nuts.

The springs D for the car are preferably located one at or near each corner of the trucki'rame, and, if desired, one or more intermediate of the corner springs maybe nsed,as shown. The car-bod y is therefore elastically supported not only at or near its end, but also at its middle, in a manner approximating the construction of a steam-car; hence undue end oseillay tion or surging is avoided.

The wheels F of the car are arrangedin pairs,

as is usual, but each wheel has its own separate axlef-that is to say, the usual axle having a wheel at each end is split or divided at its middle to form two separate axles, upon each of which is affixed a wheel. The length of each axle fis preferably of a length to extend slightly beyond the parallel beams b b, as shown, and each axle has at both its ends an annular groove or collar, f, and ajournal, f, having a bearing in separate axle-boxes G and G, of any suitable construction,loosel y or otherwise mounted upon or secured to the inner and outer parallel beams b b of the truck, respectively. I prefer to secure the axle-boxes G G rigidly to the truck-frame by bolts 99, which pass through lugs or flanges on the boxes and through the beams andbottom bars or .trussrods H of the truck-frames, as shown.

The axle-boxes G G may be of any suitable style or form, having pedestal-bearings, oilwells, dust-shields, appliances for preventing end-thrust, and the other usual appurtenances with which they are equipped. In the drawings I have shown cross bars 9, for impingement or engagement with the collars or grooves f at the ends of the axles, to prevent end-thrust or axial movement of the axles. Each wheel, as shown, is located between the axle-boxes or between thetruek-beams,and asboth axle-boxes for each axle are connected to or supported 011 the truck-frame the axle-boxes cannot spread apart. tainedat the same gage, and their flanges do not bind against the rails. Again, as each wheel moves independently of all the others, each wheel accommodates itself to all the variations in condition of service, either upon straight or curved portions of the truck,with- The wheels are thereforealways main-' out interference with or from any of'the other wheels required to propel it. In curving, the wheels and truck-frame curve independently of the car-body.

Each bar or beam 1) b of the truck-frame is provided with a bottombar or truss-rod, H, theends h of which may be bent or inclined upwardly, as indicated at h, and bolted to the beams or bars I); or one of said ends h may be bent up at right angles, or otherwise constructed, to form a right-angled end for said truss-bars, as indicated at h", to receive and support cross-bars h upon which the grip L is supported. Said right-angled ends for the truss-rods are used when the grip or its supports are located at one end of the trnclcframe, When the grip is supported intermediate of the ends ofthe truck-frame, both ends of the truss-rods may be formed as indicated at-h'.

When the rightangledends h are used,suitable diagonal braces, Z, running from the truss-rods H, adjacent to the axle-boxes,to the outer ends.

ofthe beams b, are employed for strengthen ingpurposes.

From thetop of the axleboxes to thelcenter of trussibars II are other diagonal braces,

M, having right and left threaded ends m,

bars H, and in like openings in the lugsf on the axleboxes. These braces are used to stiffen or strengthen the truck-frame, and the center of the frame is further strengthened by passing the brace-rods M through columns or pillars N, secured between the beams b and truss-bars H. The truck-frame is therefore made very strong and rigid, and it has a free or open central longitudinal space or spaces within it from end to end between its beams Z) I) for the grip-supports, which may therefore be located at any point on the frameeither at one end, in the center, or any point intermediate of the end and center.

Secured to or forming part of plate in on each truss-bar H is a hearing or box, 1), for the ends of cross-shafts 2. One shaft p is provided for or connects the plates in" of each pair of parallel truss-bars H on corresponding bolsters b b of frame B. To each of the shafts p is affixed a diametrical bar, f, at right angles thereto, as shown.

To the under sides of bolsters b 1), adjacent to the wheel flanges or peripheries, are hung brake-shoes r, one for each wheel, and the brake-shoes for opposite wheels on the same side of the car have linl conneet-ions r with the ends of bars 1). From one of the ends of bars 1)", preferably the upper end, or from a separate bar, 1), on said shaft proceed two chains, ropes, or other connections, 8 s. The chain 8 leads directly to and is connected with the end of a crank-arm, on cross-rod S, having bearings 3 above the floor of the car at the front platform, suitable slots beingformed in the floor for the crankarms to pass or work through. The other chain, 8, runs over an idler-pulley, t, journaled on the truckframe, and connects with a like crank-arm, 8', upon a cross-shaft, S, at the rear or opposite end of the car.

The shafts S S have operating-levers T within convenient reach of the gripman or conductor, so that by moving either of them in the directions indicated by the arrow adjacent to them in Fig. 1 all the brake-shoes of a car are simultaneously applied at either end of the car.

From the foregoing it will be noted that the brake shoes and shafts p and link-connections r and pulleyt for the wheelsof a truck are supported by or mounted upon the parallel side bolsters and their truss-bars H, and that the operating-levers T are located upon the car-platforms, as more plainly indicated in Fig. 2, so that none of the parts of the brake appliances enter the open longitudinal central space of the truck-frame.

If desired, extra longitudinal beams may be framed to the truck between the side beams, as indicated at m, Fig. 1, and the trussbars or lower beams, H, of the truck may be correspondingly made, in which case the central longitudinal space in the truck is divided into a series of spaces, from any one of which the grip may depend.

From the foregoing it will be noted that the axle'boxes are directly secured, either rigidly or loosely, to the truelrframe, and the springs for the ear-body are interposed between it and the truck-frame, which springs connect the body to the frame; hence the car-body sways laterally and vibrates vertically independently of the truck-frame, whereas in the constructions heretofore devised and patented the axle-boxes are mounted upon pedestals secured to the truck-frame,and the springs rest either directly upon the boxes or indirectly thereon by means of equalizing-bars, and hence the car-body is pivoted to and rests directly upon the truck-frame, and both are subject to the lateral and vertical vibrations incident to such described constructions. car swaying laterally and vibrating vertically independently of the truck-frame, as above set forth, makes the truck-frame and the wheels ride more steadily upon the track-rails, and there is less liability of the wheels jumping the tracks; and, further, as the axle-boxes are not loosely mounted upon pedestals, the wheels are less liable to spread apart.

That I claim is 1. The combination, with a car body, a truck-frame composed of parallel side beams on each side of the truclcframe and connected by cross-bars, separate axles for each wheel, axle-boxes mounted upon said parallel side beams, brace-rods for the axle boxes, and spring-connections between the car-body and the parallel side beams,of the truck frame for securing the latter to car-body, substantially as set forth.

2. The combination, with a car-body, of a truck-frame having parallel side beams on each side of the frame and spring-connections between the car-body and said parallel beams for securing the car-body to the truck-frame, substantially as and for the purpose set forth.

3. The combination, with a car-body having parallel sill-pieces on each side of the carbody, of a truck-frame having parallel side beams'on each side of the frame and spring connections between said sills and side beams for securing the car-body to the truck-frame, substantially as and for the purpose set forth.

4. The combination, with a car-body, of a truck-frame extending nearly from end to end of the car and spring-connections between the car-body and truck-frame for securing the body to the frame, substantially as set forth.

5. A car-truck frame having truss-rods H, with right-angled ends h", cross-bars h, separate axles for each wheel, and axles'boxes rigidly secured to the frame, substantiallyas set forth.

6. The frame B, composed of parallel side beams, I), end and intermediate cross-beams, truss-rods H, secured to beams b b, axle-boxes rigidly secured to beams b, and brace-rods M, substantially as set forth.

7. The frame B, composed of parallel side beams, 12, end and intermediate cross-beams,

Theprovision of the i IIO trussrods H, secured to beams I), axle-boxes and braces for said truss-rods, substantially as set forth. I

8. A truck-frame for cars, having open longitudinal space or spaces from end to end of the frame, in combinationwith a car-body and springs between said body and frame, substantially as set forth.

9. A truck-frame for cars,liaving a clear or openspace through its longitudinal center from end to end, in combination with a cable-gripping device hung upon said frame, substantially as set forth.

10. The combination, with a car-body, of a truck-frame having parallel side beams and braces H,extending nearly from end to end of the car, and spring-supports between the carbody and truek-frame, which supports eonnect the body to the frame, substantially as setforth.

11. The combination of a car-body, a truckframe extending nearly from end to end of the car, rigidly-mounted axles upon the truck- 7 frame, and spring-supports between the body and frame, substantially as set forth.

12. The combination of a ear-body, a truckframe having parallel side beams on each side of the frame, andcorrespondingly-parallel truss-rods H, axle-boxes mounted upon said beams and truss-rods, and spring-supports between the body and frame for connecting them together, substantially as set forth.

13. The combination of ear-body A, having parallel side sills, a a, truck-frame B, having parallel side beams, b'b, plates 0, connected to said sills and plates, spring D, interposed between said plates, and bolts E, connecting said plates, substantially as set forth.

14:. In combination with a car-body having plate 0, a truck-frame, B, having correspond.- iug plates,O, rubber disks (1, plates d, and spiral spring-D, interposed. between plates 0 O, and bolts E, passing through platesOG, disks d, plates d, and spring D, substantially as set forth. I

15. The combination, in a cable car, of a body having parallel longitudinal sills on each side of the car, a truck-frame having eorre 16. A car having a truck-frame composed of.

parallel side beams on each side of the truckframe, corresponding braces H, eross-bars connecting-said beams, spring-supports between said beams and the car-body, brakesaid beams and braces, and brake'levers at each end of the car, substantially as set forth.

17. The combination, with car-body A, having brake-lever T, truck-frame B, having parallel bolsters b b, and truss rods H, of brakeshoes 7', cross-shafts 19, having arms 19 and link-connections with the brake-shoes, and chain s, leading to said brake-lever, substantially as set forth.

18. The combination, with car-body A, having brake-levers at each end of the car, truckframe B, having parallel bolsters b b, and trussbars H, of brake-shoes r, cross-shaftsp, having arms or bars 0 link-connections rbetween said arms and shoes; pulley t, and chains 8 s, leading to said brake-levers, substantially as set forth.

In testimony whereof I affix my signature in presence of two witnesses.

JNO. A. BRILL.

Witnesses:

S. J. VAN SIAVOREN, CHAS. F. VAN HORN.

shoes and actuating devices mounted upon

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