USRE183E - Gould - Google Patents

Description

f UNITED STATES PATENT GFFICE.

t onsnnns DAVENPORT AND'ALBERT nmnensor CAMBRIDGEPQRT, MAss.

RAILROAD-oAaslAeEs.

.Speciieatinn forming part o f Lottersv'PctentfNo. 2,071, dated May'll, l8'4l; Reissue No. 188, dlted December 3, 1850. u

To all whom it mayoncern: I Be it known that We, CHARLES DAVENPORT and ALBERT BR1nGEs,`both of Cambridge port, in the county of Middlesex and State of Massachusetts, have invented anew and useful Improvement in RailroadUarriages, by

which the inconvenience to passengers and liability of injury to the cars arising from the sudden lateral motion of the wheels on the and we do hereby declare that the following is a full and exactdescripfy tion of the same, reference being had to the accompanying drawings, which, taken in connection herewith, form our specilication, set- -ting forth the principlesof construction of our improvement4 (by-which it may be distinguished from others of a like character) and auch parts or combinations as we claim to be ourinvention., and for which Vwe desire an ex'-l elusive privilege for fourteen years to be secured to us by Letters Patent.

Most persons who travelby railroad expel rience a continual repetition of sudden jars or shocks, arising f'ro'lnwl the-sidewise movement of t the anges of .the wheels 'of the car against 4 the rails of the track, and so extensive are the evils of these frequent shocks, that besides being' greatly to the discomfort of the passengers', preventing'. them almost entirely from l reading while traveling in this manner, it is highly injurious 4to thev carriages rand axles, causing the-joints and other parts to becomeA loeseand soon deranged. f

' The objectof vour improvement is to obvi yate the effects of the abov'e lateral shocks by mechanism suitably arranged, and which we now proceedto explain Figure 1 of the drawings herewith presented -represents a top view of the frame and I' wheels of an eightwheel carriage, (or long' ear, as itisusually termed in order tofdistinguish it from the common short or four-wheel car,) the body being removed therefrom. Fig.. 2 is avertical longitudinal section of the above. Fig. 3 is a transverse vertical section taken centrally between either of the two axles of each set of four wheels. Fig. 4 is a side elevation of the frame andfrnuning machinery on which the carriageyrests. Fig. 5 is a top view o6 the latter detached fromrthe frame above the same.

The supportilig-frame, upon which the body is placed consists of two side beams,A B, (see the di'erent drawings,) united at sutabledis.

tances by transverse ties O D E F G G F E D C, v'whose ends` are mortised intoor otherwise properly. secured to the beams.

. It will be perceived by inspection of Figs.

1 and 2 that vthe secondY and third ties from each end, viz., D E, are placed at a small distance apart incomparison withthe others.' Under the beams (J D E F is a central and longitudinal plank,H,extending from thellrst tie, O, to the fourth, F, and woll secured there to and to the central ties, D E, by bolts or oth As nr improvement is connected lwith-.bidh systems of truck-wheels or both trucks, it will f be 'sunlcient to explain its application to either.

y Theties D E are connected together,in the l lcenter by a block, Linserted between them",

and resting on the top o f the plank II,'.`an through this block the long bolt K is passed,

.which connects the wheels to the carriage.- The wheelsLLL L areconneeted to the truck' frame M in 'the usual manner. The said trucki frame is rectangular, being suitably constructed for the purpose for which 'it is intended. The outer or side beams of the 'arnehave two .transverse beams1 N O, .extending between them, and situate at a suitable distance apart to permit the standards of a cross-beam or wide plank, Q, to play vertically between the same. The plank Q extends under the fraine M and between the wlreels, as represented in the drawings, and has two cross-bars, R R,

Figs. 2, 3, applied at right angles to its under A side. Metallic springs or plates S Saro bolted tothe under side of the bars R R, to the ends of which'springscomn'xon shackles or loops 'l TV are applied, from which shackles suspension-linksU U or. other similar Vcontrivauces extend upward, as seen in Figs. 2 and 3, and

connect with theloops V V of common semielllptie springslzW W, suitably applied to the top of the transverse beams N 0, as seen in.

Figs. 1, 4. Two iron standards or planks,

X X, Fig. 2, ot' sntlicient widthz are bolted to the opposite sides of the plank and extend upward perpendicularly therefrom somewhat above the tops of the beams N 0,2m' v ceu m the drawings, and are connected ytogetier at their tops by a strong iron platc'vorf'flbn iudinal plank, Y. A deep plank orstaiujrth to its central position.

Z, also rests or is bolted upon the upper edge ofthe plank Q, its position being seen in Figs. 2, 3. The width of this plank Z is` about the .the same as the distance between the beams has a shoulder, d, Figs. 3, Ii,`formedl thereon on each side of.the plate Y, each of which shoulders abuts or rests against the center of one of the springs a. The top of the center rlatqY, has a suitable circular step, e, or bearngA cest thereon, which receivesa circular pivot, f, projecting from a plate, g, applied to the under side of the plank H, the bolt K `pass- -ing downward through the pivot and its step, 'as seen in the drawings. Twostendards, h h,

Figs. 3, 4, 5, are arranged on the plank Q, between the beams N O, outside of the springs W- W, as seen inthe drawings. Small vertical friction-wheels i i are placed in the tops otA these standards, and small rail-pieces k k to rest on=said friction-wheels, are bolted to the lower sides of the two beams DE. a.

. V-lgroin the above it will be seen that the carringe rests upon the plate Y and the frictionwheels; or,`in other words, by means of the intervening parts, on the springs W W, so that its perpendicular movements are relieved by the said sprin s.' The connection of these springs with the` ower springs or plates, S-S, on `the cross-bars It It, by means of` the suspension-links U U,admits a pendulous or lateral motion of the plank Q, and consequently i-lleurragc is thus permitted to move sidewise. v lVheu this. takes place, `one of the shoulders d d is pressed against the adjacent 'spring a. Therefore, whenever there is lateral motion of the wheels, so that their flan ges strike suddenly against-the side ot' the mil, any unpleasant elYeet-ot' the same on the carriage and passengers is rendered imperceptible. by the relief aiiordcd bythe springs a a, or any mechanical equivalent for relieving the chock and bringing the turning bearing back The running machineryis permitted to adapt itself to curves of the railway by means ot' the circular step'e and pivot j, and the carriages oi the train are connected togetherin the usual manner by the common spring and bniiing apparatus, which is represented in the'drawings as applied to e'ach end ofl the carriageframe.

Figs. 6,7, and 8 exhibit another disposition of the springs and other parts for ieliev'ing the'sllocks resulting from the lateral motion. Fig is' atop viewot' the runnin g machinery.

Fi .-fi'isatransvcrse seetiomand Fig. Sis a si eview of the same, with theean'iage-frame resting thereon. By-'t'nis arrangcmentit will belperceived that the standards a a, Figs. 6, 7, and 8, u on which the carriagefranie rests and in the ops of which are the small frictionwheels g g, as before described, are supported and secured upon the central part of the *ini-v elliptic springs b b, arranged transversely and between the wheelsor under the cfo'ssbeams d d, and supported at their endsv bythe -suspendingdink c c, hung from prpper hinged bearings applied to the top ofthe cross- .beams d d. Springs c e, when used to relieve the side shocks, maybe placed on the dater side of each of the parallel and longitudinal beams f f, so that their central parts shall rest against the inner side et' the standards a a, and their ends bear against' and be'prdperly aiixed to the outer sides of the beams' f f. ln

this case each of the frictiouwheels yg g in the top of the standards aa should pla in'a lgrooved block or plate, h, Fig. 7, ap .ied to the under side of the carriage-trame, ne sides s 1' of the groove serving as shoulders to keep.

the respective parts ot the machinerv in place while the carriage is running. This particu@ la-r arrangement of the supporting-springs b b requires that the step k, in which the pivot] of the carriage rests, as before described, and which in this instance is bolted tb the top of `the cross-beamed d, should be elongated transversely, as seen in Figs. .7, o, instead of',

circular, so as to allow of the play or lateral movement ofthe running machinery under the carriage-body. Figs; 9, 10, and 11 exhibit another modicaton of our intention, the former figure representing a top viewof the ca 'age-frame and parts under the same.

dg. l0 is a side elevation, and Fig. 11 a' transverse section, of the above. The frame of the carriage is here supported dn strong leather thorough-braces, a a, Figs. 10, 1l, placed on each side of the frame, and whose ends are supported by staples b b, properly secured to the ends of the cross-beams ed, Fig..

10. The carriage rests on these thoroughbraces by means 2i' the strong friction wheels or rollersec, Fig 0, 1l, moving in bearings ff, applied to the under sides offthe buter beams, g g, of the carriage-frame. Elliptic or other proper springs 'h h, Figs. .l, 10, 11, for

aiding in relieving the side shocks, may be placed directly behind each of the friction or beari n g rollers, or between them andthe s es i t' of the frame to which the wheels are nttached. 4The springs arecurvcd outward, us seen inFig. 9, having their centers resting against the bcnringyot the friction-wheclsand their extremities snitabl y attached t0 und resting against the sides i c' of the wheel-frame. Now, as the thorough-braces permit the trnckframes or running machinery to move sidewise imlcpendent'ot' the carriage or carriage? frame., such springs, h 1:,'will nidV in counteracting the force by whit-,litho flanges of the wheels inlpngc upon the rails, and prevent any inconvenience to the passengers there from. When the wheels run overa curve in 'of a car-bod .or muove itbac the railway, they will easily adapt themselves tothe isauugforv as the frame' to which -they are'attached turnson the center bolt or pi n, K, the rollers or wheels a e will move a short distaee over the upper surface ofthe thoroughbraoes, and when the wheels pass from a curve to a straight line lthey will' return to their former position.

In freight and many other cars the method above ldescribed 'y of sustaining the carriageme by suspending-links connected with 'springs-may be often dispensed with, and the suspending-links may be employed without springs, as will be seen by reference to Figs.

12, 13, 14, the former being a top view of the` carriage-frame and running machinery under the some,\while1i'i'g. 13 is a side elevation, and' Fig. 14 e-trauverse section, of the above. In

this oase the construction would be every way substantially similar toth at exhibited in Figs. 1,.2, 34, 5, and hytrein rst described, with the exception that Vhe springs W W, Figs. 2, 8, would be omitted,and the springs l: b used or-not, s circumstances might require, the

plank Q being supported in` position by suspendi bars d a, Figs. 13, 14, 12, applied to lluesides ot' thecentral beams, one of w chbeemqviz., N, isshown in Fig. 14. The suspending-barrare suitably hung at -their tops by proper supports applied upon the uppersurfaeesof the center beams, which supports are to be ot' such character esto permit these toswingorhsve a pendulous motion tmlsversely-thatisto say; in adirection perpendicularto the railway. They are also connected to the plankQ by a similar arrangement, so thatthe plank Q and thc cross-beams will always be parallel with respect to each other`during the vibratory movements of the former. The springs for aiding in counteractilnigthae side shocks are represented at b b,

1 lrevious to ourinvention the long car, as it is termed-that is to say, one composed v y and two v or more four-wheel truck-frames' (such a ear having been, as we believe, invented in this country)had its ttirning-bcaring-of its car-bodynnnle stationsryupou the truck-frame, the latter being capable of horizontal rotation independently of the carriage body or frame, hut without any lat play or movement ot' its turning bearing-or contrivances vwhich support the car` body on the truck-frame. After such a car had been in use, it was discovered by us that in order te obviate the injurious or unpleasant eect of shocks, as above mentioned, it was necessary to combine with the truck-frame (and not only with one truck-frame but with the other at the same time, in order to more lcompletely produeethedesired ell'ect) some neohanical wntrivance or contrivunces which would not only. allow the turning-bearing or ng and supporting contrivanee a lateral play movement or movements, independent of the truck-frame wheels, and axl but bring lxto itscentrai posit on after, or

las t 3 immediately after, the 'lateral deilectve force had ceased to act. We were the rst, as we believe, to-appl y such mechanism as hcreinbe- The weight of the carriageits load, by its or their gravi- -carriagc-bodyhad taken place. Such weight would also operate to balance the lateral deflection of the supporting-bearing as well as to gradually relieve the car-body and bearingirom the injurious or unpleasant effects the wheels against the rails. In connection with the pendulous links or their mechanical equivalents lateral springs we found might often be used to advantage to aid in removing the leffects of the shock and restoring `the turning-bearing back to a central position.

Ve are aware that common carriages for common turnpikes or common roads have had their bodies connected to their springs by very short links oreontrivances, which were used for the purpose ol' permitting the expansion und contraction of the springs, and which would allow the" bodyto have a very slight overcome or counterlateral motion independent of the whecls'and` axles. In such cases, however, the construction et' such carriages and the arrangement of the suspension and turning contrivances, wheels, andaxles differed essentially from the railway long car on which our improvement has been made. We therefore by no means intend to claim the broad principle vof suspending and giving a carriage-body n. lateral movement independent of the carriage-frame which connects it with the wheels as or. in any of the modes in which the same has been aeconiplished previous to our invcn tion, but weA confine ourselves to our method of accomplishing the same and of overcoming the diiilculties hereinbeforc mentioned, as well as known as the 2 mark that but nc of the truck-frames of such a car may have' our invention applied to it, but when ii. is iapplied-to two of them at opposite ends of the ear, there is a combined action of the two which tends to straighten tho line ofdraft in a train ot cars when running on acurve of the railway. They also conjointly operate toovercome or prevent other injurious effects not hereinabove mentioned..

We do not claim as our invention the making stationary. the turning bearing or contrivance which support the railway long car or carriage-bodyon the truck-frame, and al.- lows a horizontal rotary motion of `the truckframc independently of the car-body or frame, as this has done before the date yof our invention'; but in order to obviate the effect of lateralslocks, as specified, as well as for sundry/other purposes,

What we do claim isv The connecting the said tnming-bearing others, as incitnt to railway-cars otthe kind to the truck-frame of 'the above-described would operate to depress the produced by the shock of ong car. We would also rekind,- resting on four wheels shall not only allow such turning-bearing, in

dependently of the wheelsV and axlesa. lateral play, movement, or movements, in irections transversely of the carriage, but bring or move it back to its central position after the lateral dotlective force has ceased to act.

l or more, by o gmchanismubstnntiallysuchasdescribed,tl|at In 'testimonywllereof we have hereto set our signatures. 4

CHARLES DAVENPORT. ALBERT BRIDGES.

Witnesses:` l

R. H. EDDY, F. GoULD.4

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