US863012A - Car-truck. - Google Patents

Description

PATENTED AUG. 13, 1907.

J. G. BARBER.

GAR TRUCK.

APILIGATION FILED APB.15, 1907.

3 SHEETS-SHEET l.

PATENTED AUG, 13, 1907.

J. c. BARBER.

GAR TRUCK.

APPLIOATION FILED APR. 15. 1907.

3 SHEETSSHEET 2.

ll l hes ap M PATENTBD AUG. 13, 1907.

J. O. BARBER.

UAR TRUCK.

APPLIOATION FILED APB..16. 1907.

n m Fw ms- OFFICE JOHN BARBER, OF CHICAGO, ILLINOIS.

CAB-TRUCK.

To all whom it may concern:

Be it known that I, .T 01m 0. BARBER, a citizen 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 invention relates to car trucks of the general type disclosed in my numerous prior patents, wherein provision is made for a limited lateral motion of the car body relative to the truck in addition to the customary swiveling motion of said parts.

More specifically stated, I embody in the present design anti-friction devices adapted to support the car body and its load through the side bearings, with provision for both the lateral and swiveling motions by the use of devices similar in principle to those disclosed and claimed in the Lake and Deverell patent, 798,350, of August 29th, 1905, which patent is owned by the same corporation holding title to my presentapplication and prior patents.

The special object is to provide a truck of this type which shall be well adapted for commercial use and be in side elevation, with some parts removed and others shown in diagram only, illustrating a truck" equipped with my invention. Fig. 2 is a plan view of the parts shown in Fig. l, with some portions broken away and other parts removed. Fig. 3 is a detail showing side' bearing roller cage detached, in edge view or elevation with respect to Figs. 1 and 2. Fig. 4 is a view, in vertical cross section, through a portion of the truck, with line :0 1: of Fig. 4. Fig. 6 is a detail, in cross section,

.of Fig. 7.

The tie bar 1 and the bottom arch bar or truss bar 2 Specification of Letters Patent.

Application filed April 15,1907. Serial No. 368,172..

Patented Aug. 13, 1907 are of substantially the customary form. The top arch bar 3 and the bolster columns 4 are formed" integral with each other. The said top arc-h bar 3 is widened or expanded laterally, at its central portion, and provi led with an opening 5 tbroughwhich theside bearings can work, as will later more fullyappear. The

column base 6 is of a shape adapting it to embrace the central or lapping portipnoi the bars 1 and 2, and to afford means for connecting the said bars to each. other and to the columns 4 and to thecross ties 0. Because of its function and shape, the said column base 6 may be called a saddle plate, or be spoken of as of saddlethe saddle plates 6, between vertical lugsG, as bestshown in Figs. 8 to 10. Bolts 7 pass through the feet of the columns 4 and through the bars 1 and 2, and bolts 8 pass through the side flanges of the bolster columns 4, and the lugs 6 rising from the saddle plates 6 with. which the feet of the columns telescope, thus securing all the said parts rigidly together.

Anglebar cross ties 9 are seated in the angles between the, columns 4 and the saddle plates 6, and are riveted to the tie bars and to lugs 6 of the saddleplates, asbest shown in Figs. 1 and 7 to 10 inclusive, thus serving to reinforcethese parts and to connectthe bolstercolumris and the saddle plates of the opposite side frames. 'By the said parts,'marked 6 to 9 inclusive, it is therefore obvious, that the bolster columns 4, the saddle platesfi, the truss bars 2 and the tie bars 1, are'all rigidly connected together, and-the two'side frames of the truck are rigidly connected to each other. The bottom arch bar 2 has its outer ends rigidly connected to the outer ends of the top'arch bars 3, as clearly shown in Fig. 1. The side frames are related to the journal boxes of the wheels in the customary way, not shown. The wheel lines 10 are indicated in diagram only in Fig. 1' of the drawings. The combined top arch bars 3'and bolster columns4 maybe of cast steel or pressed steel shaped to the form desired. I

Upon suitable seats, afiorded by the horizontal webs of the angle bar cross ties 9 and the central portions of the saddle plates 6, are mountedsprings 11 upon the upper ends of which rest shimming blocks or caps 12, on which, in turn, is mounted the bolster 13. The bolster 13 is, as shown, composed of an ordinary steel I.bar laid down flatwise with its heads bearing against the inner faces of the bolster columns 4, and having riveted thereto keeperlugs l4 which embrace the outer on the same are mounted cylindrical rollers 16. Upon 18 located between the said parts 17 and 19.

the rollers 16 is mount ed a plate 17 which, on account of its function, may be called a floating plate. This plate 17 has roller bearing surfaces on its under side, extending crosswise of the truck bolster and corresponding with the surfaces onthe lower bearing plates 15, for cooperation with the rollers 16 located between tl:e'said two plates, to permit and secure lateral motion of the car body relative to the truck. The floating plate 17 has a flanged upper face adapted to serve as a bearingsurface or tr ead for side bearing rollers 18 disposed thereon crosdwise of the lateral motion rollers 16 located between the plates 15 and 17. The body bolster 20 has formed integral therewith or rigidly secured thereto side bearing blocks 19 with flanged under faces running parallel with the flanged upper face of the floating plate 17 and resting on the side bearing rollers As shown, the side bearing rollers 18 are held in retaining cage 21, the central'cross bar of which is provided with a guide pin 22 projecting above and below the same. The lowenend of the guide pin 22 works in a guide groove 23 cut in the floating plate 17 lengthwise of the truck, and the upper end of the guide pin 22'.

" works in a si1nilargro0ve'24 cut in the side bearing plates 19 lengthwise of the truck. The said cage 21,

mounted and guided as described, serves to prevent the 'bunching of -the rollers, and to keep the entire lot of rollers 18 properly centered and positioned in respect to the bearing'plates between which they. work.

The center plates 25 and 26 are connected in the usual way, one to the truck bolster 13 and the other to the body bolster 20. The said plates 25 and 26 have telescoping or interlocking. hubs of 1| equal size, the hub of the lower plate being considerably larger than the hub of the upper plate, and being also, as shown, of

rectangular form, while the hub of the upper plate is of circular form. "The two plates 25 and 26 are connected by king pin 27 closely fitted to the hub of the upper plate but working in an elongated slot provided for the purpose, in thelower plate 25. This construction and connection of the two center plates permits the car body and fir-lick to swivel and move laterally in respect to each other, and the vertical end flanges of the lower plate 25 serve to limit the lateral motion. A pair of buffing blocks 29 occupy the space between the engaging hubs of the two center plates at the front and rear' of the same, being of segmental form on their inner faces to fit the curvature of-the hub of the upper plate,

and of straight line form on their outer faces to fit and be guided'by the front and rear flanges 5f the bottom plate 25. The said blocks 29 are of less length than the. hub of the lower center plate 25, measured lengt hwiiis'e oi the bolster, the clearance being sufficient to deter- I mine the length of the lateral travel: and hence, the said blocks 29 serve to forms close and solid connection between the engaging hubs of the two plates 25 and 2G,

for taking the forward and backward thrusts, and also cooperate with the said parts to limit the lateral motion of the car body with respect to the car truck.

The weight of the car body and its load is sustained from the spring supported truck bolster, through said anti-friction devices, marked 15 to l9 inclusive, and which provide for the double motion on rollers, to-wit, the lateral motion of the car bodywith respect to the truck on the rollers 16, and the swiveling motion of the car body with respect to the truck on the side bearing rollers 18., The floating plate 17 moves'with the rollers 16', crosswise ot' the truck, to secure the lateral motion, while the side bearing rollers 18 move on the upper face of said floating plate, lengthwise of the truck or crosswise of the bolster 13. The compounding of the two motions permits the side bearing blocks 19, and the body bolster 20, to move in like arcs of, the swiveling circle. As the side bearing rollers 18 are therefore designed. to-move in the arcs of a circle, they are set on radii of this arc, convergent to the king pin 27 or center of this swiveling motion.

The parts are so proportioned that,- when in working position, the center plates 25 and 26 do not rest on each other, but are supported apart, with clearance between the two, as clearly shown in Fig. 4. In view of this position of the anti-friction bearing devices, above described, it is, of course, obvious that the load istaken directly over the springs and in the vertical plane of place in which to take this strain. it will also be seen that the side bearing members'of the anti-friction deof the side frames. This disposition of these parts enables the truck bolster 13 to work at a lower level than would otherwise be possible, thus bringing the center of gravity of the load lower down on the truclc.

In virtue of supportin the car body and its load through the side bcaring s it is possible to employ a truck bolster and a body bolster of much less weight than is required where the load is sustained from the center plates, thereby greatly reducing the cost of the truck. The forming of the top arch bars 3 and the bol-v ster columns 4 integral with each other affords greater strength than if those parts were made in separate pieces, and enables the said parts to be connected With the bottom arch bars and tie bars through the saddle plates 6 by short bolts 7, instead of the long column bolts usually employed when the columns are made in separate pieces from the top arch bar. This is a simplification effecting considerable economy intho cost of the truck.

It will be noted, of course, that the bearing surfaces for the lateral motion rollers 16 are of such a character that,;the anti-friction devices tend to bring the car body 1 balck to central position in respect to the truck, under the eftect of gravity. Otherwise stated, the anti-fric- \tion devices support the car body with freedom for'latoral and swiveling motions when the car is rounding curves, thereby greatly reducing the wear and tear on the lwheel flanges and rails and the pulling strain on the locdinotive, but permit the carto return to its central position, under the effect of gravity, just as soon as the. car again comes on a straightsection of track,

closed, for sustaining the load through the side bearthe truck side frames, which is the very best possible vices work in and some thereof-pass through the openings 5 provided tor that purpose in the top arch bars 3 The efliciency of the anti-friction devices herein diseconomy, as compared with the indirect means hitherto employed for the purpose.

I What I claim is: v

1. In a car truck, the combination with a spring supported truck bolster mounted with freedom for vertical motion but held against any lateral motion crosswise of the truck, .of antiiriction bearings supporting the car body from the outer end portions of said truck bolster with fre dom for lateral and swiveling motions, and side frametop arch bars having openings through which the said anti friction devices work, substantially as described,

2. in a car truck, the combination with center plate members connected to permit swiveling and lateral motions of the truck and car body in respect to each other, of

bufiing blocks filling the spaces between the front and rear' sides of the engaged hubs of the center plates to afford a close connection between the said parts for taking the forward and backward thrusts, substantially as described.

3. In a car truck, the combination with anti-friction devices supporting the car body through the side bearings, with freedom for swiveling and lateral motions, of center plate members constructed and connected to permit said motions and provided with butlmg blocks filling the spaces between the front and rear side's =.-x" thev engaged hubs of said plates to mford a close connection between the said parts for taking the forward and backward thrusts, substantially as described. i f

4. In a car truck;'the combination with center plate members connected to permit swiveling and lateral motions of the truckand the car body in respect ,to each other,,

which plateslhave engaged hubs, one of which travels laterally in respect to the other, of-butfing blocks filling, the 40 spaces between thefront and "rear sides of the engaged. hubs of said plates and movewith said laterally travelin hub, whereby said blocks aiford a close and solid connection between the said parts, for taking t e forward and backward thrusts, and coiiperate=with said engaged hubs to limit the lateral travel, substantially as described.

5. .In a cartruck, side frames having their top arch bars and their entire bolster columns formed integral with said top arch bars, having column base plates, of saddle;like

form,, embracing the bottom arch and tie bars, and rigidly connected to said bars and columns, and having angle bar cross ties connecting thef'columns and saddle plates of the opposite side frames, substantially as described.

6. The combination with the tie bar 1 and bottom arch bar 2 of the top arch bar 3" and bolster columns 4 formed integral with each other, and the column base 6, of saddlelike form, embracing saidbars 1 and 2 and provided with the lugs. (i spaced apart'in pairs to receive between the same the lower end portions of said columns andtdaf ford reinforcing connections for rigidly uniting all of the said iarts by bolts and rivets, substantially as described. In'testimony whereof I aflix my signature in presence of JOHN c. BARBER.

Lilli W. BARBER.

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