USRE1794E - Improvement in trucks for locomotives - Google Patents

Description

2 Sheets-Sheet..1

L. BISSELL.

Car Truck.

Reissued Opt. 18. 1864.

I 'raiLJiThe. shows the rear UNITED STATES PATENT OF ICE,

Lnvl- ,BISSELIJ, on NEW YORK, ASSIGNOB- TO THE, LOCOMOTIVE ENGINE SAFETY rnncK COMPANY,

FINEW YORK, N. Y.

IMPROVEMENT IN TnucKs FOR LOCOMOTiVES.

Reunification formiunpurt r LjettersPatent No. 11.913. dated August 4. 185 7; Reissue No.

] ',794, dated October 18, 1864.

To all whom time. concern:

Be=it known that city, count ,and State of New York, have 1nvented an made certain new and useful 1mprovements in Trucks for Locomotive Enand I do hereby declare that the. tolines' i .i H -r,-an'd-e'xactdescript1on of the construction audoperation of the same, reference being had to the annexed drawings,

making part of this speeitication, wherein 1 Figures 1and2 are plans of theordinary;

arts. Y meadga'to' mrmlnhtyziheynmnfhy said" invention it will benecessary 'h'iefly to show the operation of the present locomotive engines oncurved' rails, and the reason: why they so often run 011' the track,.particularly when meeting with any obstruction or encounteringa broken rail, the objeetof my invention.

being tokeep the axles always atright anglesto the rail, wheflier on a; straight'or curved track, and prevent the truck swivelling around on its center in case of meeting with any obstruction, and to make the curvature of therail the means. -'for turning the truck sothat the axles thereof shallbe parallel ornearly so to the radial line. of the eurvepassing through the center of the truck, in which position they are retained firmly until the track again changes.

a a is the railroad-track, shown as on a curved line in Figs. 1, 2, and 3, and the red' lines represent the radial lines of said curves at the various points. The platform b, or general outline of the eugine, is shown in Figs. 1, 2, 3 iu-blue lines. The ordinary eight-wheeled medrtends to aseiune thD'POSitiOD'BhOWIi, crowding the truck and'the'rear drivers against the outer :xpil and the forward drivers against the'in'ner This condition cannot exist in practiceto the Lnvr BrssELL, of "the swivels reduces the'evil,

'Tnem isstflha. rtgntsmlght'lineifrom" the center of the truck to the center of the axle of each pair of drivers, and this cannot be exliig. 2, ic -running. around a curve struetion tends, necessarily toward such a position of the parts-or tends to induce a worse condition-to wit, one in which either the for-v jward" drivers ortheitruek shall yield tothe '1 side -pressur e.- In gthg; forward drivers -,y ield,' and .get oi'ligtraekon the inside lII 'obediu'ce'to the side strain upon them, are,pre'sented 'to. the trackin a position which does not aid them in returning. greatest evil of all, in addition to the wear and friction due tothesidestrains on each' of these vital parts, is the danger: that the forward end may yield inB' of the rear or middle: The fact that a straight line or a straight machine cannot' coincide with a curved track is obvious.

fact tends' t'o, induce a great pressure of the ofboth ends outward. The fact that the truck but does not get rid ef-itactly in the center line of the track, which is curved. This fact contributes, with the tendency of the machine, to move forward in a truckis-cohstantlybythis means borne to tLe outer sale of the cur-3e, and the engine has a (see'Figs. 1 and 2,) particularly in case a-broken locomotiveofl the track. On account of the flanges would" bind at the-points l 1. By constructing-the forward drivers without flanges they are. allowed totraverse out of the proper path to a greater'extent without'involving disaster, but they obviously lose thereby all power of assisting to keeps; hemselves upon the rails and Jn'ustflepend for guidance entirely upon-the other wheels, while the rear sidewisemovem'ents while the flanges of the truck-wheels press severely against the inside of the outer rail.

Fm the' above reas ns curves are very they But the As locomotives" are usually constructed this center of the machine inward and a pressnre straight line to push the truck outward.- The tendency to go 011' in the direction of the arrow,

rail or obstruction occurs, when the truck I swivels around on ts cen ter-pin, throwiug the curvature in the track and the character ot" A the truck the forward pair of drivers, 'dd, very seldom have flanges, for in such cases the drivers are workedfm a skewed position r'elatively to. the trackja'nd are compelled to make 4 troublesome as well as dangerous, and there is more proportionate wear and injury to the running gear and rails in a short curve than .on several miles of straight track.

1 construct my truck in such a mannerthat theaxles of the driving-wl'ieels shall be parallel to the radial line of- .the' curve passing through a point between them, so that the drivers have a direct forward-propelling motion along the rails and do not strain or wear the flanges,and so that two or morepairs of drivers can be fitted with flanges. The center line of the locomotiiein going'around the curve travels in a position tangential to the curve at a point between the drivers, and I fit,

the truck-wheels in such a manner as to allow the truck a transverse motion. This is equiv.

alent to a bending of the locomotive; the said truck swinging laterally upon an axis of motion, h, located centrally between the centerfcf the drivers and the center of. the truck, or slightly forward of the same, so as to give aslight tendency to the truck to run to the inner side of theucurved track.

The two axles of the truck are maintained in a position parallel or nearly so to the radial line, which is central between them, and the axles of the drivingiwheels are maintained in a position which is parallel or nearly so to the radial line, which is central between them. Thus all the axles in the entire locomotive, be they more or less in number, are divided ihto 0 systems, the forward axles being firmly heldparallel'to one line and the binder ones.

-=parallel to another line, around any ordinary curve without much more strain either onthe wheels or the track than would beexperienced on a straight part of the track. At the same time there is 'no chance for the truck to turn on its'center by any obsttuction coming in contact with the wheels. The wheels will pass over a broken rail and not be displaced unless all its wheels are-simultaneously unsupported, and even then the truck [Eyeing set correctly in an angular position with the drivers, will continue to move in the correct direction, and will pass over any obstacle or broken rail and attain the uninjured part of the track. In running on a Straioht. rank truck is 1.211% correctl in position, and will run over quite considerable obstructions without being turned aside.

In running an ordinary engine. on either a straight or curvedtrack one of the truck wheels sometimes breaks off and the truck swivels around on its center-pin in consequence and throws the engine 011' the track but with mv invention one wheel, or even two wheels on opposite sides or the truck, might break oft, and still the truck would not. run off the track, becauseits position relatively to the-body of the locomotive is firmly maintaine'djg v I 'NVi-th'my engine the friction on the rails in runnifii g around curves is greatly reduced, and .I 'am' jenabled to maintain a nearly uniform speed withoutany unusual strain or wear.

and the engine runs With ordinary locomotives there is a constant tendency to spread the track and wear the inner sides o'f:the rails and the flarges, all. of which are materially reduced by my invettion.

In the drawings, ee, are the truck-wheels; ff

"the truss or truck-frame. g is the center-pin,

which in my arrangement changes its character from a center of motion simply to that of a draft-block or pin, while the center of motion is thrown back to the point h, which is slightly foiward of the center between the drivers 01 d. k is a block curved from the center, h and fitted to slide in a curved slot, I, made in the top plate of the frame f, which slot is sufiiciently long to allow of the lateral movements of the truck before mentionr'd when the locomotive is on a curve of the smallest radius that it ever has to travel over. The block k might be bolted directly to the under side of the engine, and the curvedslot l wouldbring the axles of the wheels 6 6 parallel with the radial line, or nearly so}; but to allow an easier motion to the parts the said block kma'y be prevented from turning by radidshars z to the center h. I, however; prefer that said. radius-bars i should be attached asat 3 31:0 the framcf, (see dotted lines Fig. 3, andlfull lines Fig. 5,) so as to cause the truck to swing on the center h, in which case the block k may be made use of, or the pin 9 be fitted vto move in a curved slot, as shown in Fig. 5;

Ifthe curved block k and bars .1 alone were made use of, there would be a vibration or the engine on the truck when running on a straight. line and a tendency to move too far by themtrifugal force whencma curve. I"

therefore obviate this difliculty by providing. two inclined planes,. o 0, Figs. 5, 6,-formed double, as shown, and of an angle proportioned to the weight of the forward part'of the locomotive and the-velocity which the locomotive is intended to travel, and fit blocks n n on the cross-bar m, surrounding the centerpin. The position of the inclines is such that the blocks n n rest in the .lowest part of the double inclines whan the engine is on a straight track, and on coming onto a curve the inertia of the engine (tending to move in a straight line and cause the truck-wheel flanges to mount the outer rail) is expended in going up the inclines o o, as the truck moves laterally toward the inner part of the curve, and on coming onto a straight line the blocks n descend by gravity to the bottom of the inclines, and the engine is prevented from ac-' quiring a sidewise or oscillating motion.

The same result will be produced by fitting v on the lower endof the centera thimhle, 10, pin g, which rests from the frame f, placed centrally on the frame f. 4

Rollers might be substituted for'the blocks n and thimble p, and when required springs may be applied to arrest the motion and prevent the blocks n sliding too far'up the inclines o '0, thus regulating the lateral motion of the truck. 4

or said inclines-q might be Some of the advantages due to ceitain features of my invention may be separately enumerated,as follows: First, by reason of the facts that the forward portion of the body of: the locomotive b is so carried upon a truck, f,

that it is free to move laterally without carrying the truck 'therewith, and is supported on the truck in such a manner by the blocks a a and inclined planes 0 0, or the mechanical equivalents therefor, that the loadyis raised as it diverges from the center line of the truck and lowered as it again returns to the center liue,I am able to produce a locomotive in which the main body is rigid, with its running-gear capable of adapting itself properly to curves,and I also render available the force of gravity in keeping the forward portion of the body in its central position upon the truck while running on straight portions of the tlack and in restoring it to such position after leaving curves. The force of gravity is always uniform and reliable, and is for these reasons preferable to any other force for this purpose. Second, by reason of the above facts, and also of the further fact that 1 compel the truck to swivel around the center in proportion as the truck and the body move sidwise relatively to each other, 1 cause the angular position of the truck to conform-to the conditions required on a curve, and also. steady the truck in running both on curves and straight lines, so that obstacles may be run over and wheels or axles may fail without allowing the truck to assume a fa se position.

What I claim as my invention, and desire to secure by Letters Patent,=is as follows- 1. Connecting the truck with the frame of the locomotive so that it shall be free to move laterally under the frame, in combination with the means herein described, or the equivalents thereof, by which the weight of the 10- comotive, resting on the truck, acts automatically to resist the lateral motionof the truck and retain it in a central position while running on the straight parts of the track, and

to aid inrestoring it to such position -wheu LEVI nissnnn,

Witnesses D. W. mm,- T'IioMAs D. STETsoN.

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