|Publication number||US1032348 A|
|Publication date||Jul 9, 1912|
|Filing date||Mar 5, 1910|
|Priority date||Mar 5, 1910|
|Publication number||US 1032348 A, US 1032348A, US-A-1032348, US1032348 A, US1032348A|
|Inventors||William P Bettendorf, J W Bettendorf|
|Original Assignee||William P Bettendorf, J W Bettendorf|
|Export Citation||BiBTeX, EndNote, RefMan|
|Referenced by (1), Classifications (6)|
|External Links: USPTO, USPTO Assignment, Espacenet|
W. P. BETTENDRF, DEGD. J. W. BETTENDOEI, ADHINI'IBTBATOB. RAILWAY GAR TRUCK.
, APrLIuATIon FILED MALE. 191i).
Y Patented July 9, 1912.
3 SHEETS-SHEET 1.
I, APPLICATION FILED MAR.5, 1910.
W. P. BET'TBNDORP, DEG'D.v J. W. ,.BETTENDORP, ADMINISTRATOR.
^ RAILWAY GAR TRUCK.
3 SHEETS-SHEET 2.
.Patent-ea July 9, 1912.
W. P. BETTENDORF, DEGD. J. w. nnTTnNnonr, Anmmsnuon. RAILWAY GAB TBUOK.
APPLIOATION FILED mn. 5. 1919.
Patented July 9, 1912. l
3 SHEETS-SHEET 3.
i srarns natuur ormon.
WILLIAM' P. BETTENDORF, 0F BETTENDORF, IOWA; J'. W. BETTENDORF ADMINIS- TRATOR F SAID'WILLIAM P. BETTENDORF, DECEASED.
Specification of Letters Patent.
To all )whom t may concern:
Be it known that I, WILLIAM P. BETTEN DORP, a citizen of the United States, residing `which the body may be readily lifted, or
I- `tilted to one side or the other while supported thereby. i l
The object of my invention is to enable the body of the car to be thus manipulated without disconnecting or uncoupling the running gear of the remainder of the cars l, of the train.
" Another object of my invention is to provide atruck body which combines the truckl bolster, the draft-rigging support, the jourofmy'improved truck. Fig. 2.is a side ele` nals for the wheels and the housing'for the cushioning elements for said Wheels in one' integral casting. y
These and otherl advantages are obtained by the means hereinafter fully described and as particularly pointed out in theclaims. In the drawings :-Figure 1 is a plan view vat-ion thereof. Fig. 3 is a longitudinal central section of the same. -Fig. 4-'is a transverse central section.` Fig. 5 is a detail view showing one cornerof the truck-frame in sect-ion.
In the drawings A represents al rectangular-,frame which is, preferably, cast inone piece'of metal, and has the edges thereof flanged downward. At the center of length of each side thereof, frame A is provided with side extensions a, a, that enter between the wheels B, B, of the truck and practically serve as the ends of an integral truck-bolster portion. Generally speaklng the plane of the upper surface of said frame A is t-he same throughout, except atits center of length and width it is provided with a sunken` female central bearing c, and at its ends over the axle of the'car-wheels is shown to be stepped to a slightly higher" plane. Under each end-of truck-frame A, it is provided with depending rectangular houslngs C, the outer sides of which are removed and adapted to receive, rectangular journal'- b'oxes D for thejournals of the car-axlesE. The portions of thesejournal-boxes Dw-thin housings C are adapted to have a limited vertical movement, and the inner walls of said housing have vertically elongated openings therein through which the axle E extends and in which limited vertical play of the axles .is accommodated. Immediately over these housings, a dome e is made, which is, preferably, cylindrical and is of such interlor dimensions as to accommodate carsprings f, whose upper ends bear against the closed tops of said domes and whose lower ends extend down through openings in the top of the housing and rest upon the top of the journal-boxes D.
rlhe forward end of the truck-frame is, at its center of width provided with a forwardly inclined hollow standard F, which is in longitudinal alinement with the pivotal center of-the truck, and terminates, at its upper end, in a longitudinally elongated draft-rigging box G into which the shank or draw-bar of the car-couplers of the train,
is inserted below the plane of the body of' the car. This draft-rigging box G, is rectangular and its forward open end reaches out in front of the transverse plane of the forward edge of the truck, and is reinforced by a suitable marginal bead and on -top by transverse and longitudinal walls or webs to enable it to resist the butllng of the upper ioning 4element of the draft-rigging to be in-` serted therethrough. These cushions are arranged in tandem and a pin J is inserted between them, when the parts of the draftrigging are properly assembled. The head of this-pin 1s seated in a suitable counterV sunk openingin the top of the draft-rigging Patented JulyQ, MM2.
box, and the lower end portion thereof passes w down through an aperture g in the bottom of the hollow draw-bar and into a suitablev opening in the bottom of the draft-rigging box. PinJ is llattened laterally; that is, at i right. angles to lthe draft 'ofthe' car, and
serves as an intermediate buliing element for the adjacent ends'-t ofthe springs.v The coul pler may be either hingedto or made integral with the draw-bar, and may be of any design desired. yThe draw-bar will, under the buiiing strain have a limited cushioned movement, before the shoulder 7c of the coupler cornes in contact withthe buffing contrivances on the top of the forward end of the draft-rigging box.
At a point a suitable distance removed 10'` from the female center bearing' of the truckframe, and located diametrically opposite the draft-rigging elements, I provide said frame with a vertically disposed socket m,
the principal portion of the length of which is below the plane of the upper surface of the truck-frame. This socket is adapted to receive one of the hooked or down-turned ends, n, of a longitudinally disposed tie-rod M, which, as shown'in the drawings, may be used to tie the two trucks of V each carl together. e
The web of the truck-frame, its transverse central portion, and its ends are provided with symmetrically disposed openings w, m', m2, ai", to reduce its weight, and the under- I side of said frame is provided with a series of symmetricallyV disposed 'downwardly projecting ribs or webs, that preferably, converge toward the center of the frame where they merge into thei downwardly extending cylindrical walls of the female center-bearing. The depth of these ribs or webs, prefl'erably, increases as they extend from the outer edges of the truck-frame to the center of the same, and thus reinforce said frame on the principle of a truss, whose centeris designed to directly sustain the weight of the car and its load.
'What I claim as new is 1. A cast metal truck-frame for car-trucks extending from axle to axleand from wheel to'wheel and havin a female center bearing'.I
and integral retaining devices for the jour!4 nale of said axles.
2. A cast metal truck-frame for car-trucks extending from axle to axle and from wheel A"to wheel and having integral retaining devices for the axles at each corner and made wider inthe transverse plane of the space between the wheels to provide an'integra'l truck-bolster.
A 3.. A cast metal truck-frame for car-.truckshaving an integral widened truck bolster tral bearing midway the length of said bolster portion, and a forwardly inclined integral standard.
7. A truck-frame for car-trucks ext-ending u in a horizontal plane from axle to axle between the wheels, having the under portions of its ends constructed to receive and permit limited vertical play of the journal boxes of Y the wheels, having domes over said journal boxes to receive the cushioning springs and Yhaving a widened central bolster portion.
from axle to axle, having the under portions of its ends constructed to receive and permit limited vertical play of the journal boxes of the wheels, having domes over said journal boxes to receive the cushioning, springs, having a widened central bolster portion, and having an integral draft rigging support. 10. A car-truck comprising a cast metal trpck-frame extending from axle to axle and from wheel to wheel having an integral center plate, andan opening therein in longitudinalalinement with the pivot thereof, and a connecting rod .for connecting one car truck of a car to another, the ends of which are bent downward and adapted to enter said opening.
11. A cast metal truckframe for car trucks extending from axle to axle and from wheel to wheel and a connecting rod one end of which is adapted to be attached to said truck frame'at apoint to the rear of and in A' longitudinal alinement with its pivot.
12. A cast metal car-truck coinprislng a suitable horizontally disposed truck-frame arranged between the wheels and provided with ai .center-bearing, a standard arising V'therefjrtmi near the forward end of said frainex yand a *draft-rigging box .supported thereby-J 13'A'car-truckV comprising a horizontally disposed truck-framevarranged between the wheels and provided with' a center-bearing,
' a standard arising lfrom the forward end of said frame, draft" rigging supported thereby consisting of a coupler having ya hollow .draw-bar, and cushioningdevices arranged y,
within the same.
14. AI horizontally disposed cast. metal truck frame for car-trucks extending from axle to axle between the wheels having the under portions of its ends so constructed as to receive and permit limited vertical play of the journal boxes of the wheels and having integral domes over said journal-boxes extending abovethe upper surface of the truck-frame to receive the cushioning springs. y 15. A cast steel truck-frame for car-trucks extending from axle to axle between the 5 wheels and having an integral cored out neck arising, substantially, from the center of width of its forward part, and a draft-rigging box supported thereby.
16. A cartruck comprising a suitable -1`0 horizontally disposed truck-frame arranged between the wheels and provided with a center-bearing,alstandard arising from the foriward end of said frame, a draft-rigging box supported thereby, and a coupler havmg a tandem springs within said hollow drawu bar, and a pin inserted through said elon` gated openings between said springs andv having its ends secured insaid draft-rigging.
my hand this 28th -day of February 1910.
F. B." FimNran, F. M. GODDARD.
In wltnes-s whereof I have hereunto` set`
|Citing Patent||Filing date||Publication date||Applicant||Title|
|US3911830 *||Apr 11, 1974||Oct 14, 1975||Adams Clarence R||Pneumatic roll stabilizing suspension system|
|U.S. Classification||105/182.1, 105/197.5, 105/202, 213/221, 213/15|