US817406A

US817406A - Truck for railway-cars.

Info

Publication number: US817406A
Application number: US26966305A
Authority: US
Inventors: Arnold Stucki
Original assignee: Individual
Current assignee: Individual
Priority date: 1905-07-14
Filing date: 1905-07-14
Publication date: 1906-04-10
Anticipated expiration: 1923-04-10

Description

No. 817,406. PATENTED APR. 10, 1 906.

A STUCKI.

TRUCK FOR RAILWAY CARS. APPLICATION FILED JULY 14 1905.

WITWES5ES INVENTDR UNITED STATES PATENT OFFICE.

ARNOLD STUGKI, OF ALLEGHENY, PENNSYLVANIA.

TRUCK FOR RAILWAY-CARS.

Specification of Letters Patent.

Patented April 10, 1906.

Application filed July 14, 1905. Serial No. 269,663.

To all whom lit-may concern:

Be it known that I, ARNOLD STUoKI, a resident of Allegheny, in the county ofAllegheny and State of Pennsylvania, have invented a new and useful Improvement in Trucks for Railway-Cars; and I do hereby declare the following to be a full, clear, and exact description thereof.

My invention relates to railway-trucks, and especially to that type in which the load is carried by the side bearings instead of by the center plate.

One of the objects of invention is to construct a compact and str ng truck, While a further object is to permit it to swing easily on a curve and normally tohave it return to a central position, and these objects' l attain in the manner hereinafter set fc rth, reference bein had to the accompanying'drawings, in withi ure 1 is a side elevation of my improved sideearing truck. Fig. 2 is a vertical central section on the line 2 2, Fig. 1. hi 3 is a top view of one side of" the truck wit the body-bolster and saddle-casting top removed.

Fig. 4 is a detail view of the central pivot-.

point. i

Like symbols of reference herein indicate like parts in each of the figures of the drawif the bottom tie-bar 6 does not fit well or is s. i lhe truck side-frame 1 isshown cast integral in one piece, and it consists mainly of a top member 2, a bottom member 3, and two vertical struts 4, while end extensions 5 are formed on said frame, and such extensions form the continuation of the top and bottom members by uniting them, so as to get a truss without the use of the ordinary journal-box bolts. These bolts are simply resent to connect the end portions 5 and tie-bar 6 and to hold these arts and the journal-boxes in place; but t ey are not subjected to the usual shearing action.

The top member 2 is subject to compressive strains, and for this reason a T-section has been chosen forits cross-section, so as to prevent its buckling under excessive strains. At the point where the top member 2 and the bottom member 3 unite with the end portion 5 bending strains occasionally exist, especially not strong enough. So in order to resist-such bending strains a web 7 has been provided,

members, and t which ro'ects u wazfdly from thesaid to P J is P web is of the greatest dinal *i'novement.

depth at this point of uniting, Where the binding stresses are a maximum.

Between the end portions 5 and the center of the truck on the top member are flat portions 1, which are arranged to receive the truck tie-bars 8, to be'described later, and to allow a convenient and strong connection between the two.

, Near the center of the the flanges 9 on the top member 2 form bearing-surfaces against the saddle-castin 10, so as to revent it from moving lateral v, and on eac side of the saddle-casting the brackets 11 extend from the said top member outwe rdly and inwardly, so as to form stops 11 for"the saddle-casting a ainst any lon 'tubraces, have been shown extending from the top member 2 and these will stiffen the brack ets'll at the bottom. At the top the flanges 9 of the top member -2 have been extended,

as at 9", performing the same function as the -webs' 11' below.

The brackets 11 are provided with lips'I'2, and these form additional lateral stops and assist in this with the edges 9 before mentioned, while, besides that, the form a tie for the lower parts of the-sad e-casting Ill,

which would be liable to sprin out of line or even break if such li s were le off. In this way an effective gui e for the saddle-casting 10 is obtained on the exterior of the truckframe 1, and therefore allowing it to work up and down without being permitted to move her 3 is also made of a T-section, so as to be able to get a ood connection with the top member 2 and t 9 vertical struts 4 by means of the webs 1. This member 3 is made ade- ''quate in size to resist the tensile stress corn 7 ing upon the same. Near its center and its In order to prevent t ese brackets from breaking, webs 11, forming truck the edges 9 of i 9 laterallyorlongitudinally. Thebottommern web-plates 15 anda to ranged are prefera bottom b brackets 13", (two preferred per seat,) an a rim 13 prevents the spring from leaving its seat.-

The vertical struts 4 connect the top and bottom members 2 and 3, so as to complete the truss, and they are formed of webs 4 and stlifened by narrow flanges 4", preferably on both sides of the truck side.

' The springs 13 are provided with springcaps 14, and although shown as being loose or separate from the saddle-casting 10. they can be cast integral with the said saddle-casting. Rims 14' keepthe springs 13 central, and lugs or guides keep the caps inplace relative to the saddle c'asting 10. The guides 10 extend on two sides of the bearing portion ofthe said saddle-casting to prevent each spring-cap from moving laterally; but, 1f desired, these 'des can be extended to all four sides, whic will also act to prevent a relative lon 'tudinal movement.

The saddii-casting 10 consists of two side 16, which are so aras to straddleflt e truck side 1 and to rest on.the springsv 13.. This saddle-casting 10 is guided m such a way that it can only move up and down as the load coming on the car may comipress or release the springs, .as already eci ed.

The si e plates 15 of the saddle-casting'lO ly shallower at i the center, as

shown at 15, while the two extreme portions 15" with, the guides 10 thereon, form bearin -surfaces against the spring-caps 13. To lig ten up the casting 10, the plates 15 are cored out, as at 15, and the top 16 is arranged to form ooves 16 for the rollers 17 to travel in. T erollers 17 are preferably conical, as shown, but may be made Cyl111- drical, and they may also be cut into two 'or more short pieces instead of having them of one length, as shown. It is very essential that the truck as soon as the car leaves a curve comes back to its normal'position, and this is accomplished by having the grooves 16' inclined upwardly, as at 16", toward each side counting from the normal position of the said rollers 17, which will cause the rollers and the car to rise as soon as the truck strikes a curve, and the tendency of the gravity will bring the rollers back into their lowest position, thereby bringing the truck back into a One .or more of straight line with the car.

and

these rollers may be used per truck side, preferably two, as shown.

It is immaterial as to the detail construction of the saddle-casting, for it may pass on the outside of the truck side, as shown, or through a slot in said truck side as lon as it is guided in its vertical path as s ecified.

The righting tendency of t e truck can be adjusted at will by making the inclines 16 on each side of the rollers 17 steep or gradual. In the first case the truck has a strong tendency to be in line with the car. and a strong tendency to return into that position after having passed a curve, while by making them gradual the truck curves easily and freely, and will thereby reduce the pressure between the wheel-flanges and the rails, naturally reducing the flange wear considerably. This will form an antiirictional side bearing and will transmit the weight of the car directly on the truck side or springs, while these inclines are also intensified by a rollercap 18, having similar inclined grooves 18 for the rollers 17 to bear against. This roller-cap 18 is secured to the car-body, and the weight of the car, as well as theload, is transmitted through such roller-cap, the rollers 17 and the saddle-casting 10 to the truck-springs 13 instead of being transmitted through the center plates and through the truck-bolsters to the truck-springs, asusual. The roller-caps 18 are provided with proper means for connection to the car-body, as shown at .19, and the inclined grooves 1'6 and 18 have the flanges f at their ends to keep the rollers 17 m P ace. These flanges are essential eitheron the roller-cap 18 or on the saddle-casting 10, but not on both, although, however, they are preferred, as herein shown.

The truck sides 1 are held together by the two cross-tie bars 8, which are securel' fastened to the truck sides and are brou it together in the center rigid point for the center-pin. casting '20. This casting forms a pivot-point around which the truck turns, and italso ties; the tWo cross-tie bars 20 on top, while an additional plate 21 is used underneath for the same purpose. In this way there is provided a very rigid diagonal brace not only tying the two truck sides together, also will keep the truck sides square and will form a strong and stifi truss against bending when the truck is being pulled by the centerused instead, if desired.

Just inside of the truck sides brakeof the truck to orm a 7 Ice but this braces.

-pin casting. Thesecross-tie bars 8 consist.-

of angle-bars; but any other shape may be will throw all the strains direct on the cross tie bars, and the rivet 22 simply holds the casting in place. A great many variations can be made in the construction of the different details without departing from the spirit of my invention; but

What I claim as my invention is' 1. In a car-truck, the combination of a truck east side, and'an antifrietion side bean ing on the top of the same for transmitting -the wei hts of the car directly to the truck side and tending to center the truck.

2. In a car-truck, the combination of a era-ans vided with exterior guides toreceive the sideside frame, a side-bearing frame having inclined bearing-surfaces, and

bearing base and to allow same to move verticall 5. side frame having exterior guides, and a side- 'bearing base arranged to drop into said guides and to have a vertical movement as specified. v

6. In a car-truck, the combination of a cast side frame, and two cross-tie bars arranged diagonally on top of said frame, for the purpose specified.

7. In a car-truck, the combination of a side frame, and a side-bearing base on top of said frame provided with inclined bearingsurfaces, substantially as specified.

8. In a car-truck, the combination of a base on top of said rollers within said base and engaging with said inclined bearing-surfaces.

9. In a cartruck, the combination of'a side frame, a side-bearing base'on top of said frame having inclined bearingsurfaces, roll-. ers Within said base and .engaging With said bearing snrfaces, and a cap fitting above said base and having inclined bearing-surfaces for engaging with said rollers.

10; In a ear-truck, the combination of a side frame, a side-bearing base on to of said 7 frame, and extensions on said frame or forming guides to receive said base and permit the same to move vertically. I

11. In a car-truck, the combination of a side frame, a side-bearing base on top of said frame, and stops on said frame for holding said base a ainst longitudinal movement and for permitting the same to move vertically.

12. In a car-truck, the combination of a side frame, a sidebearing base on top of said frame, extensions on said frame for forming guides to receive said base and permit the same to move vertically, and flanges or webs on. said extensions.

13. In a car-truck, the combination of a In shear-track, the combination of a side frame, a side-bearing base on top of said frame, extensions on said frame for forming guides to receive said base and permit the same to move-vertically, and lips on said guides for holding the base against any lateral movement and for permitting the same to move vertically.

14. In a car-truck, the combinationof a side frame, truck-springs carried by said frame, a side-bearing base on top of said frame, and end bearing portions on said base for en aging directly with said truck-sprin s.

15. n a car-truck, the combination of a side frame, spring-caps on said springs, a sidebearing-base on top of said frame, and end bearing portions on said base for engaging directly with said caps.

16. In a car-truck, the combination of a side frame, truck-springs, spring-caps on said springs, a side-bearing base on top of said frame having end bearing portions thereon, and guides on said caps for fitting around said end portions to hold said ca s in place.

' 17. In a car-truck, the com ination of a cast side frame, a center-pin casting, and two cross-tie bars extending diagonallyfrornthe center-pin casting to said frame and secured on top of the same.

18. In a car-truck, the combination of a side frame, cross-tie bars arranged diagonally on said frame, and brake-hanger brackets secured to said bars.

19. In a car-t ruck, the combination of a side frame, cross-tie bars arranged dia onally on said frame, and brake-hanger brac retssecured to said bars by a single rivet.

20. In a cartruclr, the combination of a east side frame, a side-bearing base on top of said frame, rollers Within said base, and inclined bearing-surfaces Within said base and extending upwardly on each side of the normal positlon of said rollers.

21. In a car-truck, the combination of a cast side frame, a side-bearin base on top of said frame, rollers within said base, a cap fittin above said base and rollers, and incline bearing-surfaces on said base and cap and extending upwardly on each side of the normal position of said rollers.

In testimony whereof I, the said AnNoLn STUOKI, have hereunto set my hand.

ARNOLD STUCKI. Witnesses:

J. N. Coolcn, R. H. Ax'rnELM.