US687471A

US687471A - Car-truck.

Info

Publication number: US687471A
Application number: US6917301A
Authority: US
Inventors: John C Barber
Original assignee: Individual
Current assignee: Individual
Priority date: 1901-07-22
Filing date: 1901-07-22
Publication date: 1901-11-26
Anticipated expiration: 1918-11-26

Description

No. 687,47I. Patented Nov. 26, |90I.'4

J. C. BARBER.

C A R T R U C K (Application` led July 22, 1901'.)

(No Model-3 4 Sheets-sheet s.

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` No. 687,47l.

Pateted'uuv. 26,' |90l. J. C. BARBER.

GAR TRUCK.

(Application filed July 22, 1901.

SheetsfSheet 3.

(No Model.)

Patented Nov. 26, |90l.

4 Sheets-Shet 4.

A /JH No. 687,47I.

J. C. BARBER.

CAR TRUCK.

(Application filed July 2.2, 1901. v

`(No Model.)

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UNITED STATES PATENT OFFICE.-

4 JOHN C. BARBER, OF CHICAGO, ILLINOIS.

CAR-TR UCK.

SPECIFICATION forming part f Letters Patent No. 687,471, dated November 26, 1901.

pplication led .Tuly 22, 1901. Y Serial No. 69,173. (No model.)

T0 all whom t may concern.-

Beit known that I, JOHN C. BARBER, a eitizen of the United States, residing at Chicago, in the county of Cook and State of Illinois, have invented certain new and useful Improvements in Car-Trucks; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

My present invention relates to car-trucks, and has for its object to improve the same in point of strength, durability, and cheapness of construction; and to these ends it consists of the novel devices and combinations of devices hereinafter described, and defined in the claims.

The invention is illustrated in Ithe accompapying drawings,wherein like characters indicate like parts throughout the several views.

Figure l is a View in side elevation show*- ing a car-truck designed in accordance with my invention, some parts being shown in di- Fig. 2.

agram and others removed. Fig. 2 is a plan view of the central portion of the car-truck. Fig. 3 is a transverse vertical section taken approximately on the irregular line 003 :r3 of Fig. 4 is a vertical section taken approximately on the line x4 :r4 of Fig. 2, some parts being shown in full. Fig. 5 is a detail, principally in horizontal section, on the line 005 x5 of Fig. 4E, but with some parts shown in full and others broken away; and Fig. 6 is a bottom plan view showing in detail one of the so-called bolster-hoods and one of the upper spring-caps.

Of the standard parts of the truck the reference-letters a a a2 indicate, respectively, the top bar,the truss-bar, and the bottom bar of the trussed side frame, and the circles a4 indicate the wheels, the latter of which are of course journaled in boxes, (not shown,) which will be secured in the ordinary way to the side frames of the truck. The brake-beams b are provided with ordinary shoe-equipped heads b', which are, as is usual, suspended by links b2, the upper ends of which are supported from the truck-bolster in a manner hereinafter to be noted. Flanged saddles or bridges c rest upon and straddle the horizontal central portions of the said side frame truss-bars a. On the upper faces the saddles c are provided with concave rollerseats, in which rest the rollers CZ. At their ends said saddles are furtherprovided with angular vertically-pro jecting bosses c2, which, as shown, are approximately square in cross-section.

The trussed side frames of the truck are tied together by transoms' afforded by anglebars f, the horizontal flanges of which at their ends rest upon the ends of the saddles c and are provided with angular perforations,

through which the bosses c2 project with closefitting engagement. gular corners of the transoins j' the saddles c are provided with transverse locking ribs or shoulders c3, which cooperate with the bosses c2 to lock the transoms to the said saddles against twisting movements in a horizontal plane.

The truck-columns g are preferably cast hollow, and they are of course located as struts between the upper and lower bars of the trussed side frames. At their lower ends these truck-columns are provided with angular seats, which receive and closely fit the upper ends of the bosses c2 of the saddles c. The inner portions of the lower ends of the columns g closely t against the vertical flanges of the transoms f, and at their lower outer portions they are provided with depending lock-flanges g', which closely tit and overlap the outer edges of the said transoms fand the outer en ds'of the saddles c. Ordinary nutted column-bolts g2 are passed through the bars of the side frames, through the truck-columns g, and through the lugs and body portions of the saddles c, as best shown in Figs. 4.- and 5.-

The engagement of the bosses c2 of the saddles cwith the transomsf and the columns g serves to relieve the column-bolts g2 from the shearing strains and to rigidly lock the said parts c, f, and g against torsional strain or twisting movements in a horizontal plane. This feature of construction is very important.

The truck-bolster la is of cast construction, preferably of steel, and on its upper central portion it is provided with a convex ,centerbearing 7c', which is cast integral therewith and is provided with clearing-grooves 7a2. The convex center-bearing with radial clearinggrooves is not herein broadly claimed, inasmuch as the same isthesubijectfmatterotmy Just inward of the an- TOO trucks.

-portions of the saddles c.

. means of the said bolts 765.

The shimming-blocks k* are of such size that they leave endless channels around the same within the pockets los, into which channels the upper rectangular rim portions of the so-called bolster-hoods Y are telescoped, the same being rigidly secured to the said bolster by means of bolts or rivets p'. Each bolsterhood p is provided at front and rearwith one of a pair of cooperating combined chaingplates and guide-webs 192, formed on theirinner faces with vertical guide-channels p8.

Combined roller-caps and springseats t, formed on their under faces with suitable con- 'cave roller-seats, rest upon the rollers cl.

These caps or seats t are provided with vertically-projecting guide-dan ges t', which work in the guide-channels@3 of the depending Webs p2 of the bolster-hoodsp. Springs v rest upon the combined roller-caps and spring-seats t and support the spring-caps m and through the shimming-blocks, of course, the truck k and its load.

As shown, the truck-bolster le is provided with integrally-cast side bearing-pockets ks and brake-beam-supporting lugs 7c7,to the latter of which the upper ends of the brakebeam-supporting links b2 are connected, and thereby supported from the truck-bolster, as previously indicated.

To prevent the brake-beams from falling onto the track in case their ordinary or primary supports give way, the shoe-equipped heads b are made of such size, or, otherwise stated, the transoms f are so located with respect to the Wheels, that the said heads b cannot pass between the wheels and the horizontal flanges of said transoms. By reference to Fig. 1 it will be noted that if the brakebeam should be dropped from -its primary support the hub portions b3 of the heads b would fall directly onto the horizontal flange of the adjacent transomf, While the shoe portions of said head would rub against the faces of the wheels. By this construction accidents whieh might otherwise occur are averted, and at the same time the brake-beams are so supported that in case of emergency the brakes may be set or operated with effect.

Since the brake-beams are suspended from the transversely-movable truck-bolster, they of course have a tendency to move laterally therewith. To prevent thislateral movement of the brake-beams, and thereby hold the shoes in line with the faces of the wheels, it

has been the common practice to provide thev brake-beams with projecting pins or stops,

sa/ivi which strike against the sides of the truckwheels. This construction is very objectionable.

In accordance with one feature of my invention I providethe truck-frame with stops or projections which engage the brake-heads or other portion of the brake-beams and hold the said beams and shoes against lateral movements, so that the brake-shoes will alwaysstand in proper line with the faces of the wheels. These stop-bars w are in the drawings shown as rigidly secured to the transoms f, with their ends projecting in position to engage the inner sides of the brake-heads b', and to also serve to assist in supporting a brake-beam when dropped from its primary support.

As the ripper spring-caps m are separate from the so-called bolster-hoods, and as both are formed separate` from the bolster, said parts may be moved independently if broken or worn ont. Furthermore, the said spring-plates m may be removed and replaced in order to substitute new shimming-blocks without removing the said hoods.

It will of course be understood that the mechanism above described is capable of considerable modification within the scope of my invention.

What I claim, and desire to secure by Letters Patent of the United States, is as follows:

l. In a car-truck, the combination with trussed side frames, of saddles provided with vertical bosses, truck-columns having seats fit-ting said bosses, and transoms having flanges interposed between said saddles and truck columns, and provided with seats through which the bosses of said saddles are' described.

3. In a car-truck the combination with trussed side frames, of saddles resting on the lower bars thereof and provided with vertically-projecting angular bosses, the truckcolumns having seats fitting said angular bosses, and the transoms having lianges interposed between said saddles and said colums with the said angular bosses passed through angular seats in said interposed flanges, and column-bolts passed through the bars of said side frames, through said truckcolumns and through the bosses and bodies of said saddles, substantially as described.

at. In a car-truck,the combination with side frames, of saddles resting on the lower bars of said side frames,separable bolster-columns,

IOO

I'I O one class of said parts having angular bosses which engage correspondingly-formed seats in the other, and transoms having flanges interposed between said saddles and columns, with the said bosses passed through angular seats therein, substantially as described.

5. In a car-truck,the combination with side frames, of saddles supported by the side frames, truck-columns detachably connected to said saddles, transoms having flanges interposed between said saddles and columns, angular bosses passed through angular seats in said transom-Hanges and interlocking said parts against thrust or torsional strains, and column-bolts passed through the bars of said side frames, through said columns and through said bosses and saddles,substantially as described.

6. In a car-truck, the combination with side frames having roller-seats, of rollers on said seats, combined roller-caps and spring-seats resting on said rollers, transversely-movable truck-bolster, springs compressed between said bolster and said combined roller-caps and spring-seats, and hood members detachably secured to the ends of said bolster and provided with depending guidewebs which work vertically with respect to said combined roller-caps and spring-seats, but guiding the same for transverse movements with the bolster, substantially as described.

7. In a car-truck, the combination with a laterally-movable truck-bolster having hoodseats at its ends, shimming-blocks within said hood-seats, spring-caps secured against the under surface of said shimming-blocks, hoods having rectangular tops telescoping into said hoodseats and around said shimming-blocks and spring-caps, which hoods are provided with depending guide-Webs, and combined roller-caps and spring-seats moved laterally, by said guide-webs, substantially as described.

In testimony whereof I aiiix my signature in presence of two Witnesses.

JOI-IN C. BARBER.

Witnesses: y

R. BURCHIM, K. L. BLADE.