US706233A

US706233A - Truck-frame for railway-cars.

Info

Publication number: US706233A
Application number: US8905402A
Authority: US
Inventors: John M Hansen
Original assignee: Individual
Current assignee: Individual
Priority date: 1902-01-09
Filing date: 1902-01-09
Publication date: 1902-08-05
Anticipated expiration: 1919-08-05

Description

No. 706,233. Patented Aug. 5, |902.

J. M. HANSEN.

TRUCK FRAME FUR RAILWAY CARS.

(Application led Jan. 9, 1902.)

2 Sheds-Sheet (No Model.)

No. 706,233. Patented Aug. 5, |902.

J. M. HANSEN. TRUCK FRAME FOR RAILWAY GARS.

(Application led Jan. 9, 1902.1

2 Sheets-Sheet 2.

(No Model.)

3o case and to two of my concurrent cases.

i PATENT Y. Critics."

.lOl-IN M. HANSEN, OF PITTSBURG, PENNSYLVANIA.

TRUCK-FRAME-FOR RAILWAY-CARS.

SIECIFICATION forming part of -Letters Patent No. 706,233, dated August 5, 1902.

Application filed January 9, 1902. Serial No. 89,054. (No model.)

and usefullmprovement in Truck-Frames for` Railway-Cars, (Case 13,) of which the following is a full, clean-and exact description.

This invention relates to truck-frames for ro railway-cars, and has for its objects, first, to

provide a structural side in which the springs may be arranged on the centerline of the frame, and, second, to provide a truck-frame in which the necessity for a truck-bolster is obviated by the provision of a central pivot and side bearings, which .latter rest upon roller-bearings carried by the sides.

In carrying out my invention I use as a fundamental element in the construction of zo each of the sides a pair of channel-beams arranged back to back and brought together at their ends over the journals and spaced apart between their ends in a substantially hexagonal igure and rigidly united by means z 5 of cover-plates riveted to the top iianges of the beams. This fundamental element of my side frame is the principal feature of this invention and may be embodied in a variety of forms of construction and is common to this In the present instance the side is completed by the provision of rectangular lower arch-bars which are riveted to the ends of the upper arch-bar above the journals and are also riv- 3 5 eted or otherwise secured to an ordinary tiebar running from pedestal to pedestal.

The spring-supports comprise U-shaped stirrups arranged crosswise of one another and having flanged upper ends riveted, re-

4o spectively, to the cover-plates of the upper arch-bar and to the side flanges of such upper arch-bar. Within these spring-supports is arranged a roller-bearing- Instead of a bolster I employ tie-bars conn necting the opposite side frames, and upon these tie-bars and centrally of the truck is arranged'a socket-piece. The body-bolster is supplied with side bearings which cooperate with the roller-bearings and is also supplied 5o with a pivot pin or lug which is received by the socket before mentioned, and thus is afforded a pivotal connection of the trucks with the body, upon which the trucks turn in lieu of a king-pin and the ordinary center bearingplates.

The invention comprises the before-inentioned features .broadly and in detail, all as I will proceed Anow more particularly to set forth and finally claim.

In the accompanying drawings, illustrating my invention, in the severalfgures of which like parts are similarly designated, Figure l is a top plan view of half of a truck containing the several features of my invention, the pivot-pin and body-bolster being shown in section. Fig. 2 is a side elevation. Fig. 3 is a central transverse section on a larger scale. Fig. 4. is a side elevation of the base of the roller-bearing, and Fig. 5 is a transverse section thereof. Fig. 6 is a top plan View, and Fig. 7 is a side elevation, of a cradle or retainer forthe supporting-rollers of the rollerbearing. Fig. 8 shows in plan and end view one of the supporting-rollers. Fig. 9 is a side elevation of the main roller.

As already stated,the fundamental element of the invention is the upper or top arch-bar of the side frame, and since both sides are alike a description of one will suffice. In the instance here shown the upperarch-bar is-composed, essentially, of two channel-beams l, rolled, pressed, or otherwise produced, arranged back to back, and brought together at their ends 2 over thejournals or pedestals and spaced apart centrally between their ends in a substantially hexagonal figure, as at 3. Top cover-plates 4 are applied to these beams and extend from their ends toward their centers and are riveted or otherwise rigidly secured to the upper flanges of the beams. The lower arch-bar 5 may be of metal, rectangular in cross-section, bent to shape, and havingV its ends riveted to the lower Iianges of the beams of the upper arch-bar, and atie-bar G may be applied to the lower arch-bar and to the pedestals in any usual or approved manner.

At the center of the frame, where there is the greatest width and depth, are arranged two substantially U-shaped stirrups at right angles to one another, the outer stirrup 7 having the horizontal edge flanges 8 riveted to the cover-plates 4, and the inner stirrup 9 having the horizontal anges l0 riveted to tlie'upper iian ges of the upper arch-barbeams,

. the opposite sides of the truck-frame.

and in the preferred construction Ithese two stirrups may berigidly united at their lower ends with the lower arch-bar and the tie-bar by means of bolts, rivets, or other suitable fastening devices 1l. The sides of the truckframe thus constituted preferably are connected by angle-bars 12 on oppositesides of the outer stirrup 7 and riveted by one leg to the outer stirrup and by the other leg to the lower flanges of the upper arch-bar,thus making a substantially rigid connection between The two stirrups arranged thus crosswise of one another form a pocket for the reception of springs 13 of any usual or approved character. The pedestals, so called, may be simply bolts 14, passed through ears 15 on the journal-boxes 16 and through sockets 17 ,made in the adjacent portions of the ends of the upper arch-bar beams; also within the pocket formed by these crossed stirrups is a rollerbearing base 18, provided with spring centering projections 19, if desired, and adapted to receive a cradle or retainer 20, made as a gridlike structure, substantially as shown in Figs. 6 and 7, and adapted to receive between its bars supporting-rollers 2l, the bars of the cradle serving to separate the said rollers and insure their independent action. This rollerretainer hasilanged rims 22 on opposite sides, which fit in the recesses 23 of the bearing-base 18. The base is provided with inturned lips 24, which-serve to prevent the retainer from getting out of the base. Within this bearing and upon the supporting-rollers in the retainer is arranged a main bearing-roller 25, and theli ps 24 also serve to prevent this main bearing-roller from traveling too far and from getting out of the base. Plates 26 are arranged within the stirrups and serve as wearing or chang plates for the main rolle-r.

These plates 26 may be Isecured to the channel-beams 1 by means of bolts 27, so as to provide for their renewal when necessary. The rollers are arranged to revolve in thel direction ofthe length of the sides.

Instead of a truck-bolster I connect the angle-bars 12 centrally by means of a plate or plates 28, 4and upon this plate is arranged a casting 29, having a bottomless socket, which is adapted to receive a cylindrical lug 30, secured to the body-bolster 31, and this cylindrical lugcoperating with the socket29 serves as a pivt relatively to the car-body upon.

which the truck turns, and thus I have dispensed with the necessity for center bearingplates and a king-bolt. The bolster 3l is also provided with side bearings 32, as shown more particularly in Figs. 2 and 3, and each bearing 32 (only one being shown) has a fiat horizontal surface which coperates with the main 'roller 25'of each side frame, and it is to be noted that the load i's-not supported upon the center pin 30, but it is supported upon the side bearings and roller-bearings, or, in other words, the load is transferred from the center of the truck to its side frames. It will be "rodear,

observed, therefore, that the entire load of rectly upon the springs and form, as it were,

spring-caps therefor. It will also be observed that by means of the anged sides 82 of the retainer coperating with the recesses 23 of the bearing 18 the retainer is restrained from sidewise movement, and it is also prevented from coming into contact with and wearing the stirrups. This construction also pro- Vides means whereby any dirt may work out of the bearings which might nd its wayinto them. It will be noted lalso that the parts most liable to wear or damage are readily accessible and removable for repair or renewal.

While in this instance and in the other instances referred to the beams or portions which enter into the formation of the upper arch-bar are shown as provided with integral flanges, I Wish to` be understood as including in my invention the construction of an archbar with or without flanges and with applied anges as well as integral anges, and I also wish to be understood as including, broadly, in this case a side frame, whether the upper arch-bar is made separate from the lower 'arch-bar or solidly with it.

What I claim is 1. VA side frame, composed of a composite arch-bar, the members of which are brought together at opposite ends, and spaced apart between their ends, and adapted to receive the springs in snbetantially the centerline of the truck.

2. A truck-frame, the upper arch-bar of each side of which `is composed of flanged members, the ends of which are brought together, and the centers spaced apart in a substantially hexagonal figure, and adapted to receive the springs.

3. In a truck-frame, an upper arch-bar, composed of lianged beams arranged back to back, with their ends brought together over the journals, and spaced apart centrally, and provided with a spring-pocket in said centrally-spaced portion.

4. In a truck-frame, an upper arch-bar composed of flanged steel beams brought together at their ends over the journals, and spaced apart between their ends, top coverplates rigidly uniting the said beams, and a longitudinally-arranged U -shaped stirrup rigidly fixed to the cover-plates, and depending therefrom, and another U-shaped stirrup arranged transversely'of the first-named stirrup, and secured rigidly to the Iianges of the beams, and depending therefrom within the iirst-named stirrnp, the said stirrups 'constituting a spring-pocket.

5. Aside frame, having an upper arch-bar composed of channel-beams arranged back to back at their ends, spaced apart between their ends, and connected rigidly by cover-plates IOO applied to their ends, extending centrally toward each other and riveted to the flanges of the beams.

6. A truck-frame, having sides of substantially the character described, provided with centrally-arran ged springpockets,springs arranged in said pockets, rollerbearings arranged in said pockets above the said springs and each bearing including a main roller, and adapted to support the load of the car by contact with the side bearings of the body-bolster.

7. A truck-frame, having roller-bearings in its side frames, and said frames connected by tie-bars provided with a socket, combined with a bodybo1ster supplied with side bearings resting directly upon said roller-bearand a retainer therefor arranged in said rollerbearing base, and a main roller-bearing arranged upon the supporting-rollers.

In testimony whereof I have hereunto set my hand this '7th day of January, A. D. 1902.

JOHN M. HANSEN.

Witnesses:

CHAs. F. CHUBB, WM. BIERMAN.