US436031A

US436031A - Railway-car

Info

Publication number: US436031A
Authority: US
Publication date: 1890-09-09
Anticipated expiration: 1907-09-09

Description

2 Sheets-Sheet Patented Sept. 9, 189.0.

H. G. BIRD.

RAILWAY GAR.

(No Model.)

I 'Zzwsses (No Model.) 2 Sheets-Sheet 2.

H. G. BIRD.

RAILWAY GAR.

No. 436.031. Patentedsept. 9, 189'0.

'jdOUUQ/Go @M7 L f l 7/4 f UNITED STATES .PATENT OFFICE.

HORACE G. BIRD, OF CHICAGO, ILLINOIS.

RAI LwAY-CA'R.

SPECIFICATION forming part of Letters Patent No. 436,031, dated September 9, 1890.

Appiicmion filed May 16, 1890.

T0 all whom, it may concern:

Be it known that I, HORACE G. BIRD, acitizen of the United States, residing at Chicago, in the county of Cook and State of Illinois, have invented a new` and useful Improvement in Railway-Cars, of which the following is a specification.

-of the truck or running-gear which shall permit all the parts not of necessity connected rigidly to yield in such directions as will tend to prevent undesirable strain tending to disorganize or distort the truck; to prevent the excessive longitudinal oscillatory or rocking motioncommon to street-cars in which the body portions materially exceed in length that of the wheel-bases; to enable the tie-bar commonly employed on each side of the car for connecting together the journal-box posts thereon to be dispensed with; to avoid any vrigid connection between the truck-frameand car-body, whereby the latter shall depend for stability upon its weight, and may, without requiring bolts or other devices to be first loosened or removed for the purpose, be lifted from the truck to remove it from the latter,

and, in a similar manner, to enable the truckL frame to be lifted off the journal-boxes, enabling the common operations of removing Wheels and journal-boxes to be performed without requiring first the undoing of any bolts, and this with the utmost readiness, and, finally, to render the seating of the free end of the motor provided as a means of locomotion on the car elastically yielding and self-adjusting. l

A further object is to provide a generallyimproved construction of railwaycar.

ln the accompanying drawings, Figure 1 is Serial No. 351,997. (No model.)

a broken plan VVview of the running-gear portion of a streetcar provided with my improvements, but showing only one side of the two similarly-constructed sides of the truckframe. Fig. 2 is a View in side elevation of the samefshowing, in addition, the line of the base of the car-body; Fig. 3, a section taken on the line 3 3 of Fig. 2, viewed in the 6o direction ofthe arrows and enlarged and partly broken; Fig. et, a broken sectional View taken on the line at of Fig. l, viewed in the direction of the arrow and enlarged; Fig'.

5, a section taken on the line 5 of Fig. 4, and 65 viewed in the direction of the arrow; Fig. 6,

a broken view in elevation showing one of the four corners of the truck-frame 'andcarbody with the interposed spring, indicated only by dotted lines in Fig. 2; and Fig. 7, a 7o similar view of the same, showinga modification.

The wheels w a nd their axles o, and also the interior structure or arrangement of the journal-boxes t, may involve any suitable or wellknown construction, though the journal-boxes should be provided with wing-pieces t', to support the spring-seats t2, Fig. 3, containing annular openings t3, extended downward to form bearings or laterally-confining means 8c for the posts A. These posts form part of the truck-frame B and extend through the annular bearings t3, with reference to which they have sufficient clearance to afford to the posts and truck-frame (under control of the springs,- 8 5 hereinafter described) easy elastic lateral movement independently ofthe journal-boxes t supporti ug them. Such clearance, however, is not sufficient to allow the journal-boxest to be forced so far in any direction out of 9o their proper perpendicular relation to the truck-frame B as to endanger the stability of the truck, the intention in regard to which is to confer a degree of stability equaling that afforded with the so-called pedestal gear, (a kind of running-gear in which the journalbox is held in its proper relation to the truckframe by a horn-plate or pedestal external to the springs,) and also to confer the elasticity gear (in which the journal-box is held in proper relation to the truck-frame by a vertical rod or post passing through the springs and attached at its upper end to the truckwhich is characteristic of the so-called post I co frame and at its lower end to the tic-bar) while dispensing with the horizontal tie-bar and its braces, which are necessary to the last-named or post gear, and with the hornplate or pedestal external t-o the springs necessary to the first-named or pedestal gear.

The truck-frame B may be formed of wood or of metal, or both, and the sides and ends thereof, as well as the means for securing them together, may for the purposes of my improvement be of any usual or desired construction. I prefer, however, the followingdescribed construction for the truck-frame: For each side or wheel-piece two lengths of channel-bar r are placed back to back, with the web portion of each vertical and a filling 'r' of wood between them, the purpose of the latter being, first, to act as a cushion to deaden any blows (as also the ringing sound thereof) to which the metal of the frame may be subjected, and, secondly, to enlarge the cross-sectional area of the wheel-piece, thereby affording the greater resistance to torsional strain and the greater horizontal surface for seating parts, hereinafter described, connected with the posts A, as also any other attachments, and for applying bolts and other fastenings employed in the construction of the truck. For each of the opposite ends of the frame B, I employ a channel-bar r2, so placed as to dispose its web horizontally, and I connect the sides and ends in the corners of the frame by means of gussets r", secured by rivets T5, and bolts r6, the purpose of the gussets being to confer angular stiffness to the frame and causeit to maintain its rectangular shape under all conditions. Each post A, which should be hollow, as shown, is provided between its extremities with lat eral flanges p and p', affording between them about the post a countersink or recess p2 to receive the sides of the truck-frame B, which thus embrace the post between the said flanges, and are secured together and to the posts by bolts or rivets q. The under side of the flange p forms a cap for the upper end of a spiral spring o, confined between it around the post, and the annular seat 752 in a wing Z of a journal-boxt. The flange 2J is formed on its upper side into a cap to receive the lower end of aspring 0,snrrounding the post like the spring o, and confined between the cap p and a deeper cap n surmounting the post to envelop the spring throughout a considerable extent of its length and affording upon its flat topa bearing for the base of the car-body C. The springs o and o on each postare, for a purpose hereinafter stated, differential in strength, the lower being the stronger or hea-vier and the upper the weaker or lighter. Extending from side to side of the frame B, each in proper position to afford a support for the so-called free end of an electric motor, (not shown, as it forms no part of my invention, and may involve any suitable or wellknown construction,) in contradistinction to the opposite working end, which is suitably connected with and supported by an axle e, is a beam m. Two such beams are shown, each -being intended to support the free end of a motor, of which two are supposed to be provided on the ear for propelling it. The beam m rests toward opposite ends upon the wheel-pieces o of the frame B, andis there attached by means of carriers 'my' and bolts and rivets m2, Fig. Ll. As only one of the beams m may be employed, and as both of those shown to be provided and the parts they carry and supporting them are aflike, but one need be herein definitely described. Frein the beam fm depends a hanger D, the upper end of which is bifurcated, as shown, to embrace the beam laterally, on the upper side of which it is supported by a roller Z', journaled, as in the mannerillustrated,in the bifurcatcd end ot' the stem Z, whereby the hanger may have a free traversing movement lengthwise of its supporting-beam. The lower end of the stem Z is provided with an adjustable stop,preferabiy in the form of anutm on a thread formed on the stern, and supporting on the latter a seat Z2, convex on its upper surface to lit into a correspondingly-concave recess in the free end of the motorsuspended by the hanger D. rlhus by the manner described of supporting the motor when in rounding curves in the track on which the truck may be running, or from any other cause, the wheels, axle, and motor are thrown to the right or left independently of the truck-frame, the free end ot' the motor (which hitherto has required an especial spring or the like to supportit) will readily follow such movement, or in starting or stopping the truck, or in applying pressure (as the brakepressure) to the wheels w, the latter, the axle,

and the motor may be forced temporarily nearer to or farther from the point of suspension ot the free end of the motor. The hanger D is adapted, owing to the convex seat Z2 and convexiy-curved surface of the roller Z', with which it is provided, to follow such movements of the wheels and axle to permit the free end of the motor it supports to be osciliated slightly in every direction without exerting undue strain upon the truckframe, the working parts of the truck, or the motor.

The springs o on the posts A afford, as will be seen, an immediate elastic support for the truck-frame, though the elastic movement 4permitted by such springs, as applied, is limited in every direction to such a range as will serve eifectively to break or cushion the force of the stresses incurred under ordinary conditions of traffic, but will not permit any of the moving parts to pass beyond or out of their proper .mechanical relations to each other. Vhile this limited range of elastic movement sumces for the purposes stated, it

is not, however, sufficient to afford the degree of comfort and ease in riding desirable in a vehicle of the kind to which my improvement relates. Accordingly, to afford such ease and TOO IIO

IIS

comfort I provide the springs o lighter than the springs o, and arranged on the posts Ain the manner already described, the pair of caps n for the springs o on the posts upon each journal-box being preferably connected from y one post to the other by bearing-plates n. The spring-caps fn, with their deep recesses enveloping the springs'o, in conjunction with the upper portions of the posts A extending inside the springs, maintain the latter in proper vertical relation to the truck-frame and car-body, while allowing easy vertical and lateral motion to the car-body independently of the truck.

The division of the springs to afford the separate members and o on each post A is primarily for the purpose of allowing the truck-frameand allits attachments, including the free end of an electric motor (or any part of the gripping mechanism employed on cablerailway cars) to receive the beneiit'of the cushioning effect of the springs. The comparatively-limited size of the springs o below the truck-frame prevents excessive oscillatory movement of the truck-frame and its attachrnents, while the springs o above the truck-frame afford the desired additional cushion to the car-body. It will be noticed, however, that while the lower springs carry lthe truck, the lower and upper together carry the car-body. Thus being divided and differential, as stated, they permit the car-body with its load and the truck-frame with its attachments to oscillate on the springs independently of each other, and since the two springs, being of different strength, have differential synchronous periods of vibration they will vibrate (under the usual conditions of street-car traffic) more or less against each other, and by such inequality in their respective vibrations the oscillation of the car-body will tend to neutralize that of the truck, and as a result obviate the excessive lengthwise oscillatory or rocking motion which is common in street-cars wherein the length of the `car-body materially exceeds the wheel-base.

It is not necessary that the spring o shall be located perpendicularly above its companion spring o, as the truck-frame completely divides the two springs, (which may be regarded as a single spring formed in two differential parts,) andthe strength and-rigidity of the truck-frame are such that it is adapted properly to support aspring Yo (or as many as may be required or desired) at any part of its length. Thus it is especially desirable to use a spring o2 (indicated in Fig. l2, and shown by an enlarged view in Fig. 6) with the adjacent spring o', of which it is a counterpart, or instead of it, near each extreme end at each side of the truck-frame, the more to lessen upon the latter the vertical longitudinal oscillation ot' the car-body, and the spring o2 may be at the upper side of the base of the car-body, as shown in Fig. 7, where it should be secured bya rod la, passing from its upper end through the cap n and car-body base or side, and pivotally secured at its lower end to the side of the truck-frame. p

Although the foregoing description sets forth my invention in its application to a truck, the principle thereof may be used with equal advantage by more or less direct application of the same to the car-body without the intervention of what is generally understood under the term truck or it may be applied to a truck attached, instead of more or less rigidly to a car-body, by a center-pin or the like employed f or the purpose of allowingthe truck (where, for example, a car is mounted upon two four-wheel trucks) to rotate under the car-body to adapt it to readily pass around curves in the track upon which the car may be running.

The particular details shown and described for the application of myimprovements,while they best serve my purpose, so far as I am aware, may be variously changed or modied without thereby entailing departure from the truck-frame and supporting the car-body,`

substantially as and for the purpose set fort-l1.

2. 'rIn a railway-car, the combination, with the journal-boxes, of posts A, supported at opposite sides of the journal-bearing in each box and having springs o confined upon them, a truck-frame surmounting the said springs, through and beyond which the posts extend, springs o', weaker than the springs o, confined upon the upper side of the truckframe and lsupporting the car-body, and springs o2 between the truck-frame near its corners and the car-body, substantially as described.

3. In'a railway-car, the combination, with the journal-boxes, of wings t', having annular bearings t3, provided with spring-seats t2, posts A, supported in the said bearings and provided with cap-fianges p and fp', springs o, confined on the posts between the said springseats and cap-fianges p, a truck-frame supported on the posts between the said capflanges thereon, springs 0', seated around the posts in the cap-flanges p', and caps n, surinounting the springs o at their upper ends and supporting the car-body, substantially as and for the purpose set forth.

4. In a railway-car, the combination, with the journal-boxes, of wings t', having annular bearings t3, provided with spring-seats t2, posts A, supported in the said bearings andprovided with cap-fiangcs p and p', springs o, conned on the posts between the said spring- IIO seats and the cap-flanges p, a truck-frame supported on the p'osts `between the said cap flanges thereon, springs o', seated around the posts in the cap-flanges p', caps n, surmounting the springs o at their upper ends and supporting the ear-body, and a bearing-plate n', connecting the caps 'n of each pair of posts on a journal-box, substantially as and for the purpose set forth.

5. In a railway-car, the co1nbination,with the journal-boxes, of posts A, supported at opposite sides of the journal-bearings in each box and having springs o confined upon them, a truck-frame B, su rlnounting the said springs and formed as toits sides with channel-bars fr and interposed non-resonant filling 7", and

as to its ends with channel-bars r2 and springs o', confined upon the postsvabove the truckframe and supporting the car-body, substantially as and for the purpose set forth.

G. In a railway-car, the eombination,with the j ournal-boxes, of posts A, supported at op posite sides of the j ournal-bearin g in each box A, supported in the said bearings and provided with cap-flanges p and p', springs e, confined on the posts between the said springseats and the cap-flanges p, a truck-frame B, formed as to its sides with channel-bars 7', supported by and embracing the posts between the cap-flanges thereon and filling r', and as to its ends with channel-bars r2 and springs o', seated around the posts in the capflanges p', and caps n, surmounting the springs o at their upper ends and supporting the carbody, substantially as and for the purpose set forth.

8. In a railway-car,the combination, with the journal-boxes, of a truck-frame B, supported thereon through the medium of interposed springs o, and a car-body C, supported on the frame through the medium of interposed springs o', the car-body maintaining its position by the mere resting of its own weight, and the frame by the mere resting of its weight and that carried by it on their respective supports and being otherwise unsecured thereon and each being readily separable from the car by lifting it from its immediate support, substantially as described.

9. In a railway-car, the combination of a truck-frame B surmounting springs 0, seated on the journalboxes and provided transversely with abeam m, carryinga hanger D, movable thereon lengthwise of the beam and adapted to support the free end of a motor, substantially as and for the purpose set forth.

l0. In a railway-car, the combination of a truck-frame B, surinounting springs o, seated on the journal -boxes and provided transversely with a beam m, and a hanger D, co1nprising a stem Z, having journaled in its upper end a roller Z on the beam, and provided at its lower end with acurved seat Z2 for the free end of a motor, substantially as and for the purpose set forth.

. J. CLoss, J. W. DYRENFoRTH.