US326654A - Car-truck - Google Patents

Description

2 Sheets- Sheet 1.

(No Model.)

M. G. HUBBARD.

GAR TRUCK.

No. 326,654. Patented Sept. 22,1885.

WITNESSES OC l m .dttorney N. PETERS. Phowmnnmpner. wamingwr u. r;

2 Sheets-Sheet 2.

(No Model.)

M. G. HUBBARD.

GAR' TRUCK.

No. 326,654. Patented Sept. 22, 1885.

Zim/153i@ WITJVESSES .dttomey rrrcn@ MOSES G. HUBBARD, OF NORRISTON, PENNSYLVANIA.

CAR-TRUCK.

r.5LPCJIPICATICN forming part of Letters Patent No. 326,654, dated September 22, 1885.

(No model.)

T0 all wlwm it may concern,.-

Be it known that I, Mosns G. HUBBARD, or" Norristown, county of Montgomery, and State of Pennsylvania, haveinventedanew and useful Improvement in Car-Trucks, of which the following is a full, clear, and exact description, reference being had to the accompanying drawings, making part of this specification.

My invention relates to certain improvement-s in the construction and arrangement of the style of car-truck described in my previous application, Serial No. 142,302, to adapt it to -six wheels when designed to carry heavier loads, and also to the construction of the springs thereof, to attain a more compact form, and to adapt on`e form of spring to both sides of the truck for greater conveniencein manufacturing and supplying extras for repairs.

It further relates to the arrangement of two separate spring platforms in the truck, to adapt it, by their location, to equalizing the weight on all of the wheels of a six wheel truck.

It further relates to vthe construction and arrangement of abolster extended in such amanner as to support the car thereon under its main side sills.

It further relates to certain details of construction,hereinafter more fully described and shown, to attain greater economy in the manufacture and use and more perfect working of the parts.

In the accompanying drawings, Figure 1 is a bottom view of the car-truck with my improvements applied, except the brakes; Fig. 2, a side elevation; Fig. 3, a vertical longitudinal section, Fig. 4, a platform-bolster detached; Fig. 5, an enlarged detached View of spring P; Fig. 6, an enlarged detached view of improved form of curvature ofthe springs, and Fig. 7 an enlarged detached view of the frame-hinge.

My improved six-wheeled truck-frame is composed, substantially,of two of my horizontally-flexible truck-frames hinged together at or near the center axle.

A A represent two portions of each of the side longitudinal sills of the truck-frame, to which are strongly boltedthe pedestals which inclose tliejournal-boxes a a a2 in which the axles C C C2 are mounted.

B B are the wide and thin transverse bars or cross-sills secured to the lower edges of the longitudinal sills, and B2 B3 similar transverse bars or sills secured to their upper edges.

D D D indicate the wheels, secured to the axles in the usual manner.

The platform bolster, constructed as described and shown in Fig. 4, rests upon and is carried by iny long circumferential springs S S S2 S3 S* S5 S S7, Fig. 1.

The spring-platforms K K extendunderneath the side sills, and the crank-arms E E' E2 E3 E4 Es E El, Fig. l, on the outer or free ends of the springs, are connected to pendent links LL L2 L", Fig. 2, the upper ends of which are pivoted to the side sills at N.

In the ordinary six-wheeled truck the vertical freedom of all the wheels is partly attained by the employment of equalizing-bars in a rigid truck-frame; but this arrangement has all the imperfections described in my said previous application, and, in addition thereto, is entirely inadequate to permit six wheels to conform to the greater inequalities ofthe track Without injurious strain upon the frame and often very unequally distributing the weight upon the wheels. In the ordinary six-wheeled truck brakes are only applied to the end wheels, thereby losing one-third of the brake power of the most expensive and luxurious cars. If the brakes are attached in such a manner that they will not affect the springs, (as more fully described in my former application No. 127,699,) no serious objection could remain to applying brakes to all the wheels. I therefore attach brakes for each pair of wheels and work them with equalizingslevers by applying equalizing-levers to each one of the three brake-bars and so connecting them as to cause substantially an equal pressure on each wheel, as shown in Fig. 7.

In arranging the parts to permit a convenient length of truck it is desirable that the recurved springs should be so formed as to occupy as little space longitudinally of the truck as `possible, and for this purpose I make as large a curve at the recurvature as necessary to avoid injury to the steel, and incline the second section of the spring as shown in Fig. l, or with the additional curve, as shown in Fig. 6.

IOO

The spring-cranks, being suspended by the pendent links, as shown at L L' L2 L3, Fig. 2, support the two spring-platforms K K', on which rest the two cross-planks V V', which support the two or more intermediate beams, O O', on which the extended bolster F is securely bolted.

The springs at the recurved ends must be held loosely in their bearings, so they can work freely; but'unless these bearings fit perfectl y the springs will rattle and wear the bearings rapidly. I have found that a slight elastic force on the springs to press them down and hold them from rattling is the cheapest and best method, and for this purpose I introduce rubber packing or small pressuresprings P in the form of a half-elliptic, and attach them to the under side of the springplatform directly over the steel bars which form the circumferential springs, as shown at I?, Fig. 1, and detached in Fig. y5, in such manner that their free ends will press down on the said steel bars and keep them from rattling and consequent wear.

To permit the use of only one form of the recurved springs on both sides of the truck, for convenience in manufacturing and repairs, I arrange and locate them, as shown in Fig. 1, with the reversed inclination of the crankarms, those on one side of the truck being inclined toward one end of the truck, and those on the other side being inclined toward the other end of the truck, this being practicable with the very short crank-arms employed with the long recurved springs. i

The long pedestals in common use on ordinary trucks for securing` and holding the journal-boxes and equalizing-bars are lia-ble to work loose and are a constant source of wear and danger. By employing the horizontallyflexible truck-frame I dispense with the equalizing-bars, and therefore can reduce the length of the pedestals about one-half, which proportionally reduces their leverage and strain upon the truck-frame and the parts by which they are attached. This reduces their liability to work loose or break. I prefer to use this form of pedestals in order to utilize the ordinary form of journal-boxes for convenience and economy. The reduced length of the pedestals is most important in resisting the pressure of the brakes. Thus by employing the horizontally-flexible frame and short pedestals I can safely apply three sets of brakes,and their independent attachment removes all of their objectionable vertical effect upon the car.

The extended bolster F should project out beyond the low frame and wheels sufficiently to support the car directly under its main side sills. It may be made in one piece and located over the center wheels, or, when their relative height will not leave room for it between them and the ear, it may be made in two parts located one on each side of the center wheels, and strongly connected at the outer ends.

The two spring-platforms when united as described with the parts resting upon them, may for convenience be termed the platforrn bolster,7 which is shown complete detached in Fig. 4. This platform-bolster, having its vertical support upon the long circumferential springs, as described, is limited in its upward movement by the spring-platforms K K', extending outv under the side sills of the truck, and in its downward movement by the intermediate beams, O O', which are located only a few inches above the lower eross-sills, and also by the bolster F.

A simple and effectual arrangement to attain the necessary vertical freedom of the center wheels is shown in Fig. 2, in which each side or longitudinal sill is composed of two parts, A and A', strongly connected by a peculiarly-constructed hinge, Y.

The journal-boxes of four of the wheels are inclosed in pedestals attached to the portion of the truck shown at A, and those of thefother two are similarly attached to the free ends of the sills shown at A', the other ends of these sills being strongly hinged at or near the center axle. Each half of this tru cli-frame, being constructed substantially in the form of my iexible truck previously referred to, may thus be hinged together in such manner as to impart the necessary horizontal and lateral fiexibility to the whole truck-frame to attain the vertical and lateral freedom of its wheels.

To control the longitudinal position of the platform-bolster in the truck, I use two pairs eross-sills Aof the frame and to the platformbolster, as shown at J J J2 J3 in Figs. 2 and 3. The fixed ends of the draft-links should beattached at such a point vertically as to cause the free end to move about an equal distance from the horizontal at the two extremes of the vertical movement of the platform-bolster. The platform-bolster will thus be so attached to the truck that the extended bolster F will be free to move vertically and laterally, and

its ends will have a slight rotary freedom in a horizontal plane around the king-bolt. As the durability and the proper working of this truck depend much upon the manner in which its two parts are connected,it is important that the two frame-hinges should be constructed as shown at Y, Fig. 2, and detached in Fig. 8. R R' are metallic wearing-plates riveted to the sides of sill A', near its inner end, and extending around under the sill to form a metallic bearing. Z represents the center pedestals, made somewhat larger and stronger than the end pedestals, bolted to side sill, A, and extending along several inches under the inner end of sill A', to form the vertical support, asY

shown detached in Fig. 8. On the inner side of this pedestal is cast a wide flange or ear, H, which extends up on the inside of sill A', thus forming a strong socket, supporting this end of sill A' vertically and keeping it in position laterally. Near the inner end of this sill is an IOO - of my anti-friction draft-links, attached to the IIO oblong hole, I', considerably larger than the bolt I, which passes through the flange of the pedestal on the outside and through the oblong hole I in end of sill and through the fiange Il. to hold the end of sill A in place in its socket, should emergency require it; but it is intended that the draft-links shall hold the two portions of the truck together in proper relative position longitudinally and cause them to move in harmony with each other, while the oblong hole through the inner end of sill A', through which the hinge-bolt I passes, will permit the truck to conform both to verti cal inequalities and lateral curves of the track.

To further secure and complete the hinged connection of the two portions of the truck, (and also to provide safety-loops for the center axle,) a strong arm may be bolted to the crosssill near each center wheel, and an iron loop formed on its end toloosely embrace the center axle, as shown at M, Fig. 3.

Safety-loops may be provided for the other axles in the usual manner, if desired. There should also be a strong iron check-loop bolted to each of the intermediate beams, O O, extending down and around the axle-centerin such position as to check its downward movement when required, and yet allow for all the movements of the truck, as shown at G G-, Figs. l and 3.

Although the smallest curve which a car is required to travel would cause the flange of the center wheel on the outside of the curve to run only a slight distance from the rail,yet this slight distance would throw the whole side thrust on the outer end wheels of the truck, and as six-wheeled trucks are used on the heaviest cars and fastest trains this side thrust is often of great force,and it is desirable to divide it equally between all of the outer wheels of each truck. This arrange ment also serves another important purpose in bringing the leading and traeting axles of the truck into positions approximating radial lines with a curved track, and thus giving the truck a tendency to follow the curve instead of departing from it.

The heavy draft of' this style of cars while traveling around curves is generally attributed to their increased weight and the sliding of the inner wheels, while the fact is that much of it is due to the pressure of the flange of the forward outer wheel against the rail, caused by its axle beingso far from a radial line of the curve, and thereby increasing the tendency to climb the rail,77 which adds to the draft and danger of derailiug.

Having now described my invention, I claim as newl. A six-wheeled cartruck composed of a four-wheeled exible truck and a two-wheeled exible truck the side sills of which are hinged together substantially as and for the purpose described.

2. In a six-wheeled car-truck, the truckframe hinged at or near its center, in combination with the check-loops G G', embracing its center axle, for the purposes and substantially in the manner described.

3. A six-wheeled car-truck frame, construe-ted in two parts, the side sills of which are hinged together in such manner as to be tlexible both vertically and laterally,substantiall y as and for the purposes described.

4. In a flexible six-wheeled car-truck made in two parts, the combination of the framehinge and the draft-links, the latter connecting the bolster and the two parts of the truckframe, substantially as and for the purposes described.

5. A cartruckframe hinge constructed,

substantially as described and shown, for the purposes set forth, for uniting the two parts of the jointed truck.

6. In a six-wheeled truck, the combination, with the jointed truck-frame, of the framehinge uniting the two parts thereof, and the safety-loops M M, embracing the center axle, substantially as and for the purposes described.

7. A platform-bolster composed of the upper bar or bolster proper, F, the lower transverse bars,K and K, and the connecting-bars O and O', substantially as and for the purposes described.

8. In a six-wheeled truck, the jointed truckframe, in combination with the platform-bolster and the trucksprings secured thereto,sub stantially as set forth.

9. In a six-wheeled truck,the combination, with the jointed truck-frame, of the platformbolster and the pendent links by which said bolster is sustained,su bstantially as described.

10. In a six-wheeled truck, the platformbolster, in combination with the pendent links and the draft-links, substantially as and for the purposes set forth.

11. In a six-wheeled truck, a platform-bolster suspended upon links located and attached outside of the truck-frame and wheels.

l2. In a six-wheeled truck, a platform-bolster, in combination with the draft-links, substantially as described.

13. The U-shaped or recurvcd circumferential springs with the arms thereof inclined or made to converge toward each other from the loop or recurvcd portion substantially as and for the purposes described.

14.. The recurvcd springs provided with the expanded loop or extended curve at its recurvcd portion substantially as and for the purposes described.

l5. rlhe pressuresprings P, or their equivalent, in combination with the circumferential springs for the purposes substantially as described.

16. rlhe U-shaped or recurvcd springs provided with crank-arms arranged with reversed inclination or set facing in opposite directions on opposite sides ofthe truck substantially as and for the purposes described.

17. In a six-wheeled car-truck, the combination of the two horizontally-flexible truck- IOO IIO

frames having their side bars hinged together, l In testimony whereof I have hereunto set 1o the short pedestals and independent brakes my hand this 20th day of Deeeniber,A.D.l884. arranged for 2LH of the Wheels7 substantially as described. MOSES G. HUBBARD. 5 18. The cdr-truck bolster suspended upon I swinging links and extended beyond the frame Vitnesses: and Wheels7in combination with the low truek- JUDsON C. NICHOLS, frame, substantially as and for the purposes JAs. W. SGHRACK. described. t

Images