US743288A - Bolster. - Google Patents

Description

PATENTED Nov. 3,1903. vc. P. HUNTooN.

BoLsTER. l APPLIOATION FILED MAY 18. 1903.

PATENTED NOV. 3, 1 903 BOLSTER.

APPLIoA'IsIoNl Hmm nu 1s. 190s.

2 SHEETS-SHEET 2.

N0 MODEL.

,f A\\\\\\. v ,l all UNITED STATES Patented November 3, 1903.

PATENT OEEICE.

CHARLES F. HUNTOON, OF CHICAGO, ILLINOIS, ASSIGNOR TO CHICAGO RAILWAY EQUIPMENT COMPANY, OF CHICAGO, ILLINOIS, A CORPO- RATION OF ILLINOIS.

BOLSTER.

SPECIFICATION forming part of Letters Patent No. 743,288, dated November 3, 1903.

Application filed May 18,1903.

To @ZZ whom it may concern:

Be itknown thatI, CHARLES F. HUNTooN, a citizen of the United States, residing at Chicago, Cook county, Illinois, have invented a certain new and useful Improvement in Bolsters, of which the following is a full, clear, and exact description, such as will enable others skilled in the art to which it appertains to make and use the same, reference being had to the accompanying drawings, forming part of this specification, in which- Figure lis a longitudinal vertical sectional view showing a portion of my improved bolster. Fig. 2 is a top plan view, partly broken away, of one end of said bolster.l Fig. 3 is a. detail plan view of one end of the tension member. Fig. l is a cross-sectional view on the line 4 4 of Fig. l. Fig. 5 is an end elevational view, partlyin section, the line of section being indicated at 5 5 of Fig. 2. Fig. 6 is a detail sectional view of a modified form of thrust-block to be used in my bolster. Fig. 7 is a bottom plan view of the same. Fig. S is a side elevational view of another modified form of end connection between the tension and compression members. Fig. 9 is va bottom plan View of the structure shown in Fig. S, and Figs. 10, ll, and 12 are sectional views illustrating modified forms of thrust-blocks.

This invention relates to a new and useful improvement in car bolsters, the design shown in the accompanying drawings being especially designed for car-trucks, although with slight modifications the bolster could be adapted for use as a body-bolster or transom.

The primary feature of my improved bolster is the manner in which the tension and compression members which are, as usual in trussed bolsters of this character, separated at their middle by a strut are connected together at the ends of the bolster by a thrust block or blocks of novel construction.

The objects of the invention are to construct a trussed bolster Whose compression and tension members are composed ofcommerciallyrolled material, with the strut, center plate, and their attachments at the ends of the bolster made up of malleable iron or steel in the form of castings, such parts being so constructed that the bolster can be readily assembolster.

Serial No. 157.642. (No model.)

bled and repaired, the bolster when built up being extremely strong and durable, in 'addition to which it is comparatively light for the loads it is called upon to sustain in service.

With these objects in view the invention consists in the construction, arrangement,and combination of the several parts, all as will be hereinafter described, and pointed out in the claims.

In the drawings, l indicates the strut or king-post, and 2 the center bearings. In ordinary practice side bearings are usually einployed; but these are not shown in the drawlngs.

3 indicates the compression member, preferably in the form of a commercially-rolled channel, which is slightly chambered and to the center of which is riveted the .strut and center bearings, as usual. It is obvious that other forms of compression members maybe employed.

A4: indicates the tension member in the form of a fiat plate passing under the end of the strut or king-post, on each side of which it extends upwardly toward the ends of the compression member. The ends of both the compression and tension members are preferably bent equiangularly, so that the bent portions lie in parallel planes, as shown in Fig. l, the axes of said bent ends bisecting the angular relation of these members to each other, as indicated by the dot-and-dash line a in Fig. l. By bending the ends of the compression and tension members as above described I am enabled to have the intersecting axes of the compression and tension members practically in vertical alinement with the arch-bars of the truck, the top arch-bar being indicated in dotted lines at 6 in Fig. l, and as the bolster is supported by springs at its ends, said springs not being shown, be-

cause their location and function are Well understood, it follows that the points of support for the ends of the bolster lie in a vertical plane approximately under the intersecting axes of the two principal members of the The bolster is thus extremely shallow at its ends, which is an advantage in that it enables the bolster to be used in some makes of trucks where the space is limited IOC.

and, further, the full strength of the truss formation is available.

I have shown in Fig. 1 the bent ends of the compression and .tension members riveted together at their extremities by rivets 7, and while these rivets assist I do not rely upon their shearing strength to take care of the thrust of the compression member and the pull of the tension member.

The bent ends of the compression and tension members are formed with alining openings in which is introduced a thrust-block 8, of which there may be one or more, as conditions demand. This thrust-block (or blocks) is elongated in vthe direction of the stresses set up in it, and its ends are preferably rounded to avoid angular corners. After introducing the thrust-block into position its iianges are bent over to form engaging shoulders, which prevent the displacement of the block and distortion of the members under load. The block is also preferably expanded in the openings, so as to entirely fill the openings. i

9 indicates rivets arranged adjacent the bent ends of the compression and tension members whose function is to assist in holding the compression and tension members in the designed relation to each other. A wedgeshaped washer 10 may be employed along the line of these rivets and between the compression and tension members, as shown in Fig. 1, for Well-understood purposes. v

11 indicates a filler-.block arranged between the compression and tension members, preferably in the vertical plane of the side bearings, which filler-block is used to brace the parts at this point and add to their strength and rigidity in resisting the buckling tendency when a heavy load is applied to the side bearing in service.

12 indicates a anged plate riveted to the under side of the tension member, which plate provides a shoulder for holding the spring-seat in position. The spring-seat in this instance is shown as a wooden block 13; but it is obvious that this wooden block could be dispensed with and in lieu thereofa metal spring-seat employed.

14 indicates the end casting riveted to the iianges of the compression member and carrying the column-guides 15. This end casting is open at its bottom for the reception of the wooden block 13; but where a metal spring-,seat is to be used an integral bottom could be provided, so that the end casting would carry the spring-seat. The flanged plate 12 is shown as being integral with this end casting; but the two may be separate pieces.

In Fig. 6 I have shown a modified form of thrust-block, in which there is a web 8a extending between the ends of the compression and tension members, and instead of perforating the compression member for the reception of an integral part of the thrustblock I extend said web outwardly beyond the compression member and provide the same with a flange or shoulder 8b, against which the web of the compression member abuts. This enlarged head of the web which provides this abutting shoulder is also extended laterally, as shown at 8c in Fig. 7, to take in a portion of the iianges of the compression member.

In Figs. 8 and 9 I have welded the thrustblock 8d to the projecting end of the tension member, thus avoiding large apertures in both the compression and tension members. The ends of the thrust-block 8d extend laterally on each side of the tension member to the sides of the compression member, as shown at 8e in Fig. 9.

In Fig. 10 I have shown the thrust-block as'having a wedge-shaped web 8f, which enables the tension member to lie in the straight plane from the middle ot' the bolster toits end, the end being bent up, as at 8g, to engage the web of the compression member.

In Fig. l1 I have shown the thrust-block passing through openings in both the compression and tension members and an integral iller-Web 8h.

In Fig. 12 I have shown the thrust-block 8`l as being located against the end of the compression member and having downturned portions Si at its extremities bearing against the flanges of the compression member. The tension member in this construction is bent around the thrust-block, whose outer edge is rounded to accommodate the bend of the tension member, the end of the tension member being riveted to the thrust-block, which is in this manner held in position. In this construction the thrust block does not pass through openings in either the compression or tension members.

I am aware that minor changes in the construction, arrangement, and combination of the several parts of my device can be made and substituted for those herein shown and described without in the least departing from the nature and principle of my invention.

Having thus described my invention,what I claim as new, and desire to secure by Letters Patent, is-

1. A truss form of car-bolster whose compression member is in the form of a channel and whose tension member is in the form of a iiat plate, the ends of said members being bent so that the web of the channel and the iiat-plate tension member lie in planes parallel to a line bisecting the angles of stresses at which said members are arranged rela- Itively to each other; substantially as described.

2. A truss form of car-bolster whose compression and tension members have their axial lines intersect, said members being bent and extending outwardly beyond the lines of intersecting axes in a plane that approximately bisects the angle at which said members are arranged to each other; substantially as described.

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3. In a truss form of car-bolster, the combination with compression and tension members formed with alining perforations, and a thrust-block arranged in said perforations, the major axis of said thrust-block lying in the plane of the principal strains; substantially as described.

4. In a truss formr of car-bolster, the combination with compression and tension meinbers formed with elongated, alining openings, and a thrust-block fitting in said openings; substantially as described.

5. In a truss form of `carbolster, the combination with compression and tension members having alining openings, and a thrustblock arranged in said openings and whose `greatest length is in the direction of the principal strains, said thrustblock being flanged over said members; substantially as described.

6. In a truss form of car-bolster, the combination with a commercially-rolled channel compression member, of a fiat-plate tension member, the ends of said members being bent to lie in parallel planes and being provided with alining openings, and a thrustblock fitting in said openings, the greatest dimension of said thrust-block being longitudinally disposed; scribed.

7. In a truss form of car-bolster, the combination with a channel compression member, of a flat-plate tension member, the ends of said members being bent so as to lie in parallel planes, said bent ends having alining, elongated openings, thrust-blocks fitting in said elongated openings, a filler-block 11, an end casting provided with column-guides, and a spring-seat; substantially as described.

8. In a truss form of car-bolster, the combination with compression and tension members, of a thrust-block arranged exteriorly the compression member and having depending projections extending along the iianges of the compression member, the tension member being bent around the outer curved edge of said thrust-block and secured to said thrust-block; substantially as described.

In testimony whereof I hereunto affix my signature, in the presence of two Witnesses, this 14th day of May, 1903.

CHARLES F. HUNTOON.

`substantially as de- Witnesses:

E. T. WALKER, F. D. WILDER.

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