US668697A - Car side bearing. - Google Patents

Description

Patented Feb. 26, l90l. F- G. SUSEMIHL &. A. TORREY.

BAR SIDE BEARING.

(Application filed May 10. 1900.)

3 Shaats8heet L (No Model.)

No. 668,697. Patented Feb. 26, 1901.

. F. a. SUSEMIHL & A. TORREY.

CAR SIDE BEARING.

(Application filed m 'fio, 1900.

(No Model.) 3 Sheets-Sheet 2.

liiillulh imi 1% 1mm u WHMIII! Patented Feb. 26, l90l.

3 Sheets-Sheet 3.

EEIM

F. G. SUSEMIHL &. A. TORREY. CAR SIDE BEARING. ("0 "Man (Application nle'a May 10, 1900.

i nsrrn n STATES ATENT OFFICE.

FRANCIS G. SUSEMIHL AND AUGUSTUS TORREY, OF DETROIT, MICHIGAN.

CAR SIDE BEARING.

SPECIFICATION forming part of Letters Patent No. 668,697, dated February 26, 190i. Application filed May 10, 1900. $erial No. 16,214. or; model.)

To all whom it may concern.-

Be it known that we, FRAN 01s G. SUSEMIHL, residing at 496Fourteenth avenue, and AU- GU STUS TORREY, residing at 174 Henry street, Detroit, in the county of Wayne and State of Michigan, citizens of the United States, have invented certain new and useful Improvements in Car Side Bearings, of which the following is a specification.

Our invention relates to certain new and usefulim provements in side bearings for cars; and its objects are to reduce the friction between the car-body and the truck when the car moves around a curve in the track by providing a roller-bearing between the car and the truck and means automatically operated for maintaining the bearing in proper relation to the car and bolster-plates; and another object of this-invention is to provide a rollerbearing of novel construction to be arranged between the car and bolster-plates and operated so that it will move in the arc of a circle and automatically assume a proper position between said plates.

With these and other ends in view the invention consists in the peculiar construction and arrangement of parts hereinafter described,and shown in the accompanying drawings, in which Figure 1 is a top plan view of the improved side bearing, showing the operative parts in broken lines. Fig. 2 is a similar view showing the position of the parts when the car is turning a curve in the track. Fig. 3 is a sectional view on the line 3 3 of Fig. 1. Fig. 4 is a front elevation. Fig. 5 is a top plan View of the bolster-plate, showing the roller-car- 'riage arranged thereon. Figs. 6 and 7 illustrate a modified form of our invention.

Referring to the drawings, in which like letters of reference denote corresponding parts in all of the figures, A designates the bolsterplate, and B the car-plate, both of these plates being secured to their respective parts in any suitable manner and arranged directly one above the other. The car-plate is provided with downwardly and inwardly turned parallel curved flanges 0, extending entirely across the plate from end to end thereof and adapted to form a support for the guide-flanges D on the roller-carriage F, which operate in the guideways in grooves d. This carriage F is of skeleton form and curved longitudinally to correspond with theguide-tlauges O,the curvature being of segmental character, so as to maintain the same relation between the car and bolster-plates when the car is turning a curve in the track as when the car is traveling on a straight track. In order to further provide for maintaining such relation be tween the car and bolster and for moving the carriage in a segmental are, we make the supporting-rollers G of conical shape with trunnions g at their ends journaled in bearings in the carriage and arranged to travel on an inclined face or track H on the bolster-plate. The plates A and B are rigidly secured to the car and bolster, respectively, and the carriage operates freely between them.

To provide a positive movement for the carriage, we have heretofore employed a vertically-suspended coupling-bar connected at itsupper end with the car-plate and having its lower end arranged to operate in a recess in the bolstei plate and connected at or about its middle with the carriage. invention instead of the vertically-suspended coupling-bar we use a horizontal couplingbar J, provided with rounded headsj and j at its ends and pivotally secured at the middle of the carriage by means of a headed pin K, passing through the bar and the upper side L and lower side M of the carriage. The ends of the coupling-bar project from the sides of the carriage a suitable distance and are arranged to operate in sockets or recesses provided for them between the shoulders 7.: k on the bolster-plate and the corresponding shoulders 70 k on the opposite side of the carplate. As is clearly shown in the drawings, the extreme length of these sockets is greater than the diameter of the rounded ends of the coupling-bar, and the sockets are widened or cut away at each corner of the ends nearest to the roller-carriage F. This construction permits of a sliding engagement between the rounded ends of the bar and the sockets on the car-plate and truck-plate, respectively,

when the distances between the center of the carriage and the pockets in the car-plate and truck-plate are increased by the movement of one plate upon the other when a car is turning a curve, as clearly shown by comparing Figs. 1 and 2. This construction therefore In the present also enables us to use a flat one-piece bar, as distinguished from double or telescoping bars, in which one part is connected with the truckplate and another part with the car-plate in sucha manner that the different parts of the bar slide upon one another as the length of the compound bar so formed is diminished or increased by the movement of the plates upon each other.

The operation is such that when a car travels around a curve in the track the carplate and the bolster-plate will move in opposite directions, so as to swing the horizontal coupling-bar on its pivot, and thereby move the carriage into position for maintaining a proper relation between the two plates. By using the horizontal coupling-bar we avoid a great deal of the strain to which the vertically-suspended coupling-bar is subject, and this horizontal bar is adapted to operate more easily and with greater freedom than the vertical bar to adjust the carriage in accordance with the movement of the car, and at the same time it does not require so much space as the vertical bar. The relation of the parts is such that the headed ends of the couplingbar will operate freely and easily in the sockets formed between the shoulders on the plates without being drawn therefrom. While the movement of the plates operates to move the carriage and rollers, the coupling-bar serves to govern and control the movement of the carriage and holds it always in proper position.

The construction herein shown, like that of our former patent, No. 545,256, provides for supporting the coupling-bar from the carplate when the car-body is removed from the trucks, but in a horizontal instead of vertical position. By using the horizontal bar we are also enabled to secure a better and freer adjustment and movement of the carriage in the arc of a circle to correspond with the movement of the car and the trucks with relation to each other than can be obtained with the vertically-suspended bar.

In Figs. (3 and 7 we have shown a modified construction of our improved bearing, in which the horizontal bar is pivoted at one end by a screw-pin K. In these two figures We have shown the bar pivotally secured at its inner end to the car-plate B and its other end 7" constructed as in the other figures and arranged to operate between the shoulders 70 on the bolster-plate. The bar is provided with an enlarged circular portion S between the two ends, which operates between the guides s on the carriage, so that the bar will move the carriage as before in accordance with the movement of the plates. In this construction the bar is pivoted at one end to one of the plates instead of being pivoted to the carriage; but the operation is to all intents and purposes substantially the same.

Having thus fully described our invention,

what we claim, and desire to secure by Letters Patent, is

1. In a side bearing for cars, the combination with a car-plate and a bolster-plate, of a roller-carriage supported and adapted to opera te between said plates, and a horizontallyarranged one-piece coupling-bar connected with said carriage for controlling the movement thereof, substantially as described.

2. In a side bearing for cars, the combination with a car-plate and a bolster-plate, of a roller-carriage arranged between said plates and a horizontal onepiece coupling-bar connected with the carriage and adapted to be operated by the movement of the plates, substantially as described.

In a side bearing for cars, the combination with a car-plate and a bolster-plate, of a roller-carriageinterposed between said plates, and a horizontal one-piece coupling-bar pivoted to the carriage between the rollers carried thereby and adapted to be operated by the movement of said plates, substantially as described.

4. In a side bearing for cars, the combination with a car-plate and a bolster-plate, one of which is provided with a socket, of a rollercarriage arranged and adapted to operate between said plates, and a horizontal one-piece coupling-barconnected with said carriage and having one end arranged in said socket and its other end connected with the other plate and adapted to be operated by the movement of the plates, substantially as described.

5. In a side bearing for cars, the combina tion with a bolster-plate provided with upwardly-projecting shoulders on its upper face to form a socket, and a car-plate provided with depending shoulders on its opposing face I to form a socket, of a roller-carriage arranged and adapted to operate between said plates and a horizontal one-piece coupling-bar pivotally connected with said carriage and having its ends engagedin said sockets, substantially as described.

6. In a roller-bearing comprising upper and lower bearing-plates and a roller-carriage between said plates, the combination of a fiat coupling-bar pivoted to said carriage and slidingly and rotatively engaged with both of said plates, substantially as described.

7. In a roller-bearing comprising upperand lower bearing-plates and a roller-carriage between said plates, the combination of a flat coupling-bar pivoted to one of said bearingplates and slidingly and rotatively engaged with the carriage and with the other bearingplate, substantially as described.

FRANCIS G. SUSEMIHL. AUGUSTUS TORREY.

Witnesses:

GEO. L. NAnoLLEoK, WM. V. BUTLER.

Images