US960145A - Railway, tramway, and other vehicle. - Google Patents

Description

J. E. ANGER. RAILWAY, TBAMWAY, AND OTHER VEHICLE.

APPLICATION FILED DEC. 13, 1909.

Patented May 31, 1910.

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J. E. ANGER. RAILWAY, TRAMWAY, AND OTHER VEHICLE.

APPLICATION FILED D3013, 1909.

Patented May 31, 1910.

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RAILWAY, TRAMWAY, AND OTHER VEHICLE. APPLICATION mun DEO.13, 1909.

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UNITED STATES PATENT @FFICE.

JOHN EDWARD ANGER, OF PRESTON, ENGLAND.

RAILWAY, TRAMWAY, AND OTHER VEHICLE.

T 0 all whom it may concern:

Be it known that I, JOHN EDWARD ANGER, citizen of the United States of America, residing at Preston, in the county of Lancaster, in the Kingdom of England, have invented certain new and useful Improvements in or in Connection with Railway, Tramway, and other Vehicles, of which the following is a specification.

This invention relates to railway, tramway and other vehicles, and has for its object certain improvements which I will now proceed to describe.

The tractive force of railway and tramway rolling stock is exerted through the concentration of weight on the driving wheels. In some vehicles the center pin or king bolt, which passes through the truck or bogie center plate, and the car body center plate, and about which the bogie can swivel, is at the center of the bogie, midway between the two pairs of wheels, in which case the weight is concentrated equally on two pairs of wheels; in others the center pin or king bolt is located nearer one pair of wheels of the bogie than the other, in which case the major part of the weight is concentrated on one pair. By the present invention the center pin or king bolt on which the bogie turns, can be at the center of the bogie midway between the two axles, in which case a maximum tractive force is obtained from both pairs of wheels, as is required when motors are provided to drive both pairs of equal wheels; or the center pin or king bolt can be shifted toward one of the axles, in which case a greater tractive force is obtainable from one pair of wheels than the other, as is required when motors are provided to drive one pair of wheels only. Thus the same bogie can be used alternatively to suit the conditions required.

In carrying my invention into effect, the truck bolster or cross beam to which the lower center plate is fastened, and on which the car body rests, and through which passes the center pin or king bolt, is so mounted between the side members of the truck, that it can slide or be shifted longitudinally of the truck. For this purpose the side members of the truck are made with a track or guide-way and the ends of the bolsters with parts to rest on this track or guide-way so as to provide the necessary support, and yet admit of the bolster being shifted or trav- Specification of Letters Patent.

Application filed December 13, 1909.

Patented May 31, 1910.

Serial No. 532,888.

ersed longitudinally of the vehicle, bolts or other means being provided for fastening the bolster in the position into which it has been shifted. Thus if a maximum tractive force be required on one pair of wheels only, the bolster together with its center plate and king bolt, are shifted longitudinally of the car, into proximity with that pair of wheels, and fastened in position by bolts, and the car body center plate is likewise fixed to correspond with the lower center plate and the king bolt. If however a maximum tractive force is required on both pairs of wheels, then the bolster is shifted longitudinally of the car into a position midway between the two pairs of wheels, and fastened in that position by bolts, and the body center plate is likewise fixed to correspond with the bolster center plate. Thus I am able to have a bogie which can have a center pivot midway between the two axles, or which can be converted into a bogie with center pivot shifted much nearer one axle than the other.

By the term bolster I mean the part or parts at the center of the truck which support the car body, and which in swing bolsters embody collectively the transoms, the spring plank suspended therefrom, and the cross beam or bolster proper, which is supported by springs on the spring plank.

The invention will be understood from the following description, reference being had to the accompanying drawings, which show my invention applied by way of example to a particular type of car truck or bogie, and wherein the bolster has a lateral or swinging motion to prevent as far as pos sible lateral blows and shocks from being communicated to the car body. In these Figure 1 is a side elevation; Fig. 2, a plan; Fig. 3, an end view with certain parts removed. Fig. t is a detail in side view, showing the connection between the center plate and the supporting levers.

I11 these drawin s, A is the truck bolster proper to which tdie lower center plate B is fastened, and on which the car body bolster S rests, and through which passes the center pin or king bolt C.

D is the spring plank on which the bolster springs E rest, F the hangers coupled at their upper ends to the transoms or side bolster plates G located at each side of the bolster member A by which the spring plank D is suspended at their lower ends, so that it can swing laterally. These transoms G are so mounted between the side members H of the truck, that they can slide or be shifted longitudinally of the truck, and thus consequently shift the bolster member A also. These parts A, D, E, F and G constitute collectively the bolster which supports the car body, and as already mentioned can be shifted longitudinally of the truck. To enable this shifting to take place, the side members H of the truck are made with a track or guideway I, Fig. 3, and the ends of the transoms Gr have parts G" to rest on this track or guideway I, to provide the necessary support and yet adinit of the transoms G and bolster member A being shifted or traversed longitudinally of the vehicle, bolts or other means (indicated by the dotted lines J) being provided for fastening the transoms G, and conse quently the bolster member A, together with its appurtenances, in the position into which they have been shifted. Thus, if a maximum tractive force be required on one pair of wheels only, the transoms G together with the spring plank D, the bolster member A, center plate B, and king bolt 0, are shifted longitudinally of the car into proximity with that pair of wheels, and fastened in position by bolts J, and the car body center plate K is likewise fixed to correspond with the lower center plate B and the king bolt C. In the drawing the bolster A with its appurtenances is shown shifted to the left, so that the king bolt 0 is in proximity to the axle L of the pair of wheels M. If however a maximum tractive force is required on both pairs of wheels, then the bolster A with its appurtenances is shifted longitudinally of the car toward the right, into such a position that the weight shall be concentrated equally on both pairs of wheels M and N, and fastened in that position by the bolts J, and the car body center plate K is likewise fixed to correspond with the bolster center plate B.

To the truck bolster there has usually been atlixed at each end, a side bearing on which corresponding bearings fastened to the body bolster rest. Their purpose is to support the car body at the sides, and reduce rocking or rolling of the car body, but as there is generally a little space left between the bearings so that the main weight of the car shall always rest on the bogie center plates. this rocking or rolling motion still very considerable. By the present invention, this objectionable siderolling or lurching is entirely or in great measure prevented. I make the truck bolsters in two parts A A placed side by side, and between these I place a pair of arms or levers O pivoted to the bolster A at P, one extending toward one side of the vehicle body and the other toward the other side, and each provided at the outer end with a bearing surface Q. Upon these, the bearings of the body bolster S or vehicle body rest. The arms or levers 0 near their outer ends move between spaced brackets or guides XV. At the other end, these arms or levers O, are coupled by a pivot pin T to the under side of the bogie center plate B. The center plate B is provided with horizontal slots which receive the pivot pins of each of the arms or levers O. This slotted connection affords a slight movement of the pivot pins T relative to the center plate and allows the lovers 0 to swing about their pivotal supports P. Consequently as the load is applied, and the center plate B depressed, the ends of the levers O carrying the side bearings R are raised, and provide an adequate bearing for the sides of the body. Thus an even pressure on both sides of the car on its side bearings Q. is obtained. This prevents side rolling and lurching. The adjacent ends of the arms or levers O can be extended if desired, and coupled together at U to insure that the action of each shall be uniform. The arms or levers O are in practice pivoted between the bolsters A and the side bolster plates or transoms G and the ends of these arms or levers O extend to the underside of the center plate B, and are coupled at this point U. One of the levers O is provided with a horizontal slot which engages the pivot pin U, so that said levers will swing together about their fulcrums, the slotted connection allowing this movement. They are placed one on either side of the longitudinal center line, and the outer ends carry the side bearing plates Q. The pins T upon which the center plate of the truck rests are just inside of the bearing point P, where the arms 0 are pivoted to the bolster members A and the truck center plate B has legs or downward extensions V provided with slots which bear upon the pins T. It will be seen that with this arrangementthe side bearing of body and truck are always in contact, and with an even upward pressure, and while I still pivot from the center as in the usual way, the actual weight of load is carried at the point where the arms or levers O are pivoted to the bolsters, thus making it impossible for the body to roll, and greatly lowers the risk of the car toppling over. In curving, the weight of the body is naturally thrown toward the outer rail, but with my invention whatever pressure is brought upon the outer side bearings, has a tendency to raise the outer side of the center bearing.

, thereby throwing the weight of the body to ward the inner rail, this preventing rolling or toppling over.

I declare that what I claim is 1. A railway truck including in combination, side members, a centering plate on which the car bolster rests and through which the king bolt extends, a truck bolster on which the center plate rests, means for slidingly supporting the truck bolster on said side members, whereby the truck bolster, the center plate, and king bolt may be shifted longitudinally of the truck, and means for securing said truck bolster in said adjusted positions.

2. A railway truck including in combination, side members, tracks secured to said side members, a centering plate on which the car bolster rests, and through which the king bolt extends, a truck bolster on which the center plate rests, said truck bolster having its ends shaped to rest and slide on said tracks secured to the side members, whereby said truck bolster, center plate and king bolt may be shifted longitudinally of the truck, and means for securing said truck bolster in its adjusted positions.

3. A railway truck including in combination, a truck bolster, a bogie center plate on which the car bolster rests, a pair of levers pivoted to the truck bolster, and extending transversely of said truck, means for connecting the adjacent ends of said levers to the under side of said bogie center plate so that when said bogie center plate is depressed, the opposite ends of said levers are raised, and a bearing plate carried by the end of each lever and engaging the sides of the car body, for preventing the rolling of the car body.

4. A railway truck including in combination, a truck bolster, a bogie center plate 011 which the car bolster rests, levers extending transversely of the truck, means for pivotally supporting said levers on said truck bolster, said center bogie plate having downwardly extending arms, pivot pins for connecting the adjacent inner end of said levers with said downwardly extending arms, and bearing plates carried by the outer ends of said levers, and engaging the car body for preventing the side rolling of said car body.

5. A railway truck including in combination, a truck bolster, a bogie center plate on which the car bolster rests, levers extending transversely of the truck, means for pivotally supporting said levers on said truck bolster, said center bogie plate having downwardly extending arms, pivot pins for connecting the adjacent inner end of said levers with said downwardly extending arms, and bearing plates carried by the outer ends of said levers and engaging the car body for preventing the side rolling of said car, the inner ends of said levers extending to a point beyond their pivotal connection with the bogie center plate, and means for connecting the inner ends of said levers with each other, whereby the levers will move simultaneously about their pivotal supports.

6. A railway truck including in combination, a truck bolster, a bogie center plate on which the car bolster rests, levers extending transversely of the truck, means for pivotally supporting said levers on said truck bolster, said center bogie plate having downwardly extending arms, pivot pins for connecting the adjacent inner end of said levers with said downwardly extending arms, and bearing plates carried by the outer ends of said levers and engaging the car body for preventing the side rolling of said car body, the inner ends of said levers extending to a point beyond their pivotal connection with the bogie center plate, and means for connecting the inner ends of said levers with each other, whereby the levers will move simultaneously about their pivotal supports, and brackets carried by said truck bolster for guiding the outer ends of said levers.

In witness whereof, I have hereunto signed my name this 4th day of December 1909, in the presence of two subscribing witnesses.

JOHN EDWARD ANGER.

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