US1408167A - Car truck - Google Patents

Description

S. B. BRILHART.

CAR TRUCK.

APPLlcAnoN man Auxm. 1920.

Arronnrs 9 1. .Ivm WMU: uv NN ...mi N9. Wl.. w M m Y mwvhh Nom www .MW iba-.W 3 kkm n Sm m n NY@ mvmn w rm m m wm hmmm lmwllln 1| \N.m. smh o T Num. WN NW mm @NL am l mm um. n mm mx 7. im. @n wm mw OQ il.. mln.. Rlm ww ihn N 6 uw .f 1.. nu i mllllllll I IIIIIIILIIIWWIIWI! GRWIIQI o ./l ...fIlIWW lllllll lKll. lllll llUl||w|lIlWLI| Mun, mw www@ nh Pq hh v Y S. B. BRILHART.

CAR TRUCK. APPLICATION men Aucms. 1920.

Patented Feb. 2s, 1922 a sums-SHEET 2.

S. B. BHILHART.

GAR TRUCK.

APPLICATION FILED AUG. Ie, 1920.

lPatented. Feb. 28, 1922.

3 SHEETS-SHEET 3.

56 56- INI/mmf? w/IvEssEs f hm UNrrED 'sr/iras SAZMUEL B. BRILHART, OF NEW YORK, N'. Y.

CAR TRUCK.

Application filed August 18, 1920.

To all who/m t may concern.'

Be it known that I, SAMUEL B. Bniniian'r, a citizen of the United Statesj and aresidentof the city of New York, borough of Manhattan7 in the county and State of New York, have invented a new and Improved lar Truck, of which the following is a full, clear, and exa-ct description. n

This invention relates to railwayk rolling stock and especially to car trucks oi' the general type or character described and claimed in my co-pending application Serial No. 369,196, filed March 27 1920.

Among the objects of the present invention isto improve or develop this type of car trucks having reference to ease and reliability of relative movement'between the sectional car bodies and the, supporting vtruck trames; the means for pivotally connecting the car bodies together for relative lateral movement; the means for preventing unde-V sired ,lateral movement relatively between the car body connecting means and the center truck beneath the same, and the specific construction of the truck frame adjacent to the bearing;V boxes. A' f With the foregoing and'other objects in view the invention consists in they arrangement and combination of parts hereinafter1 described and claimed, and while the invention is not restricted to the exact details of construction disclosed or suggested herein, still for the purpose of illustrating a practical embodiment thereof reference is `had to the accompanying drawings,` in which like reference characters designate the same parts in the several views, and in which Figure 1 is a plan `view showing three interconnected truck sections and showing iny dotted linesthe approximate location of' the two car sections supported thereon and joint ed together.

Fig. 2 i a verticalsectional detail on the line 2-2of Fig. 1. K j

Fig. 3 is a vertical transverse section of the same on the line 3..-3.

Fig. 4 is a vertical section on the line L1-1 of Fig. 1.

` Fig. 5 is a verticaltransverse sectional detail of the same on the line 5 5.

. Fig. 6 is a vertical transverse section approximately on the line 6-6 of Fig. 1.

Specicaton of Letters Patent.

Patentedlieb. 28, 1922.

Serial No. 404,393.

Fig. 7 is a side elevation oi' a portion ol a. truck section as will be seen looking in the direction oi the arrow 7 of F ig. 6.

Fig. 8 is a sectional detail on the line 8MS of Fig. 7.

Fig. 9 is an enlarged vertical section corresponding approximately to the left end of Fig. 6, and indicating a slight variation in spring supports. Y

Fig. 10 is a plan view of the bottom portion of the carsection with theiioor removed showing the c ar rollers and truck pivot connections, the same being adapted for a two motor equipment.

Figs. 11v and 12 show variations in forni and arrangement Voi car rollers in side elesection car.

Referring now more specifically to the drawings Ishow in Fig. 1 the location of two car sections A and B ointed together so that i either may swing laterally withl respect to the other as a result of either lateral curves orv vertical depressions in the track. The means for pivotally connecting the car *sec` tions includes primarily a 'pivot pin 20 litted in a pair of lugs 21 (Fig. 14) extending horizontally from one ofthe car sections and having vertically aligned holes, anda lug 22 projecting from the other car sectiony loosely intothe space between the lugs 21. The lug 22 is provided with a large vertical opening 23 in which is mounted a bearing lblock 211 adapted to tilt laterally laround a siderable more than the vertical tilting, and this lateral swaying is amply provided for by the pivotal connection at 25 between the block 24 and its lug 22.

At the center of Figure Il I indicate a center truck frame 27 having at its center a longitudinal slot 28 in and along which the pivot pin 2O is adapted to move as more fully set forth in said previous application, but as indicated in Figs. 13 and 14 said center truck frame 27 is provided with alink 29 pivotally attached atl 30.to one side of the frame and having at its other or free end a vertical eye 31. This link as Shown in Fig. 14 lies between the lug 22 and the lower lug 21, and the pivot pin 20 passes through said eye.A ln this manner the pivot pin and parts connected thereby are held from lateral movement with respect to the frame 27 but yet are permitted to move forward or rearward to compensate for such relative movement between the car connections and the truck frame beneath, as may be incident to the lateral turning of the jointed car around lateral curves in the track.

rlhe term truck as used herein will be understood as being applicable to the entire truck structure for supporting the pivot-ally connected car sections, either the twosections as in Fig. 1 or the three sections A7 B and C as shown in Fig. 15. For each of the sections A and B remote from the pivotal connection thereof with the next adjacent section is an end truck section comprising a frame 32 in which are journaled preferably two axles 33 with the usual track wheels.

The truck frame 32 includes a center bearing socket member 34 with which cooperates a downwardly proiecting lug 35 carried by the bottom of the car section body or what may be termed the car frame. Located at any desired pointslaterally of the center bearing are co-operating bearings or anti-friction rollers. the truck rollers being indicated at 36 and the car rollers being indicated at 37. ln Figs. 6 and 9 the truck rollers 36 are shown mounted upon horizontal axes 38 transverse to the direction of movement of the car, and the car rollers 37 are journaled on axes 39 at an oblique angle to the axes 33. lVhile the axes Y39 ma)7 be horizontal it may be preferred in` some instances to arrange them at an inclination as indicated in Fig.` 11. and whether the axes 38 and 39 are perpendicular to each other is` dependent upon the type of truck and the specifications in an` special equipment. InFig. 1 I indicate the car rollers '37 arranged at oblique angles at one end of the structure and at right angles to the truck rollers 36 at the other end of the structure. A practical arrangementfor one of thetrucks is for a single motor and the other is` adapted for a two motor equipment.

Moreover as shownin Figs. 10, l1 and l2, the bottom active surface of the'car rollers 37 is arranged at an inclination whereby when the car sections thereby supported are shifted laterally there is a tendency for them to return to normal position automatically by gravitation.

The truck rollers 36 are journaled in nonrotary boxes 40 resiliently supported for vertical movement in relation to the truck frames 32. As indicated in Fig. 9 the cushions for` the boxes 40 may consist of spiral or coil springs 41 interposed between the boxes 40 and the bottoms of frame casings 42, but in the better railway practice elliptical springs7 41 are usually preferred to the coil springs because the elliptical springs tend to better resist lateral vibration or swaying of the truck frames, the elliptical springs being arranged transverse to the planes of the wheels. As shownin Fig. 6 the truck rollers 36 and their shafts 38 may be journaled in arms 43 pivoted at 44 adjacent to the center bearing socket 34 whereby the lateral tilting ofthe car sections may be provided for and the cushioning springs 41 or 41 may be made functional without disturbing the integrity ofthe truck sections. Since eachpair of car and truck rollers are adapted for independent rolling movemena either over the other, no friction can result from either the. lateraltilting or lateral turning of the car sections with respect to the `truck sections. VThese rollers are preferably roughened on their surfaces to compel a rolling instead ofa sliding action between them. j 1

As in my previous application.y the several truck sections have lever and link connections so as to` compel proper alignment of the several sections irrespective of lateral curves inthe track.4 A brief reference, therefore. in this application to these features should sutiice. `Pivoted to the bot tom of each car section A or B at 45 is a lever 46. From the inner end of each lever 46 extends a link 47 whose remote end is connected at 48 to the side of the end truck frame. j p lever 46 is pivoted a link 49.which extends parallel to the track and'is connected at 50 to the side of the. center truck frame 27. In the two car section equipment the points of connection 50 forthe two links; 49 are on opposide sides of the same centertruck frame. Where more than two car sections are used Vthe links 49 are jointed, the longer `joints .thereof extending parallel to the To the outer end of each i center car section (l and are pivoted at both` i ends at ,50' to the sides of the frames of the center trucks 27 indicated in diagram as each comprising a single axle. The center truck frames will therefore always be maintained in parallelism.

Referring to Figs. 1, 2 and 4 the pairs of car and truck rollers for the center truck frame are shown arranged differently in the 't'ront and rear portions of the same. In Fig. 2 the cark rollers 37a are mountedin arms 5l hung on horizontal Apivots 52 on the bottom of the car section A, while the opposite ends of these arms are resiliently connected to the bottom of the car section by means of coil sprin s 53. Lateral movement ot the arms witi respect'to the car bodypis prevented by vertical brackets 54. The truck rollers 36a co-operating with the rollers 37 arranged transverse to the direction of movement of the carV may be supported upon the center frame 27 by any suitable means. The rollers 37b for the adjacent end of the car section B may be jourualed in iixed or any other suitable bearings and co-operate with truck rollers 36h shown as journaled in arms 55 pivoted atone end on horizontal pivots 56 to the center frame 27 and resiliently supported at their other ends by springs 57 suppoited upon the frame. Lateral movement ot' the arms 55 is prevented by brackets 58.

The end truck section frame 32 is peculiarly constructed with respect to the tie bar 59 and means for securing the same in its position spanning the open end of the U-shaped yoke 60 in which the bearing boX 61 is located. The frame 32 is provided with vertical tapered holes 62 in which are fitted correspondingly tapered bolts 63 which pass through the ends of the tie bar 59. To prevent the shearing of the bolts as a result of fore and att vibration or strain that would tend to cause relative movement between the frame and the tie bar longitudinally of the latter, these two parts are provided with registering grooves 64 and 65 respectively in which is fitted a transverse key 6G. This key is held from displacement by upturned ends. With the attachment of the nuts 63 to the bolts, as indicated in Fig. 8, the connection is rigid and secure, and consequently any tendency ot the weight of the structure to spring or spread the yoke 60 will be effectually resisted.

I claim:

l. In a car truck, a truck frame, antifriction rollers journaled on said frame, a car body positioned above said truck trame, anti-friction rollers carried by theV car body and having rolling contact with the antifriction rollers journaled on said frame. each oi the rollers carried by the car body being journaled in an arm arranged diagonally to the car body, means to pivot one end of the arm to the car body, and resilient means between the other end of the arm and the bottom of the car body.

2. In a car truck, a truck frame, antifriction rollers journaled on said frame, a car body arranged abovel said frame, an

arm pivotally mounted on said car body and extending diagonally yin respect to the carbody, anti-friction rollers carried by each of said arms, the axis 'of the rollers carried by the arms coinciding with the axis of the arms, and resilient means arranged between the bottom ot' the car body and the free endsot said arms.

3. In a truck, a truck frame adapted to support a car body, anti-friction rollers journaled on said frame, an arm pivotally mounted on said car body adjacent each oit said anti-friction rollers, said arms extending diagonally to the car body, aroller earried by each of said arms having rolling contact with said anti-friction rollers, a

plurality of spaced guiding brackets secured f to the car body and extending downwardly therefrom on opposite sides of said arms to prevent relative lateral movement between the arms and the car body.

4. In a car truck, a truck frame adapted to support a car body, means for mounting rollers on the under surface of saidv car body Y so that their axes will be diagonal in respect to the car body, an anti-friction roller liour-` body above the frame, anti-friction rollers carried by said car body and having rolling contact with the rollers on said frame, the car rollers and the truck rollers being arranged at an angle to each other, an arm pivotally mounted on said truck frame for each of the truck rollers, said arms'extending transversely of the truck frame, and means forjournalling the truck rollers VVon said arm so that the axes of the truck rollers coincides substantially with the axes of said arms.

6. In a car truck, a truck iframe, anti-friction rollers journaled on said frame, a car body above the lframe, anti-friction rollers carried by the car body and having rolling contact with the frame rollers, the car rollers and truck rollers being arranged at an,

angle to each other, an arm pivotally mounted on the frame for supporting each of said truck rollers, resilient means for supporting the outer ends of eachof said arms, and guiding brackets for each of said arms fixed to the truck frame to prevent relative lateral movement between the truck frame and the 7 In a railway truck the combination with a truck frame having a gap and a tie bar spanning said gap, of means securing the bar to the truck frame including a key fitting transversely of the bar into `registering slots of the bar and frame, and means acting between the bar and frame to hold the parts in position.

8. In a railway truck, the combination with a truck trame having a gap and a tie bar spanning said gap, of means securing the bar tothe truck frame including a key itted transversely of the bar into registering slots or" the bar and frame, means acting between the bar and trame to hold the parts in position, said last mentioned means including a tapering` bolt, the shearing v,ot which is prevented by said key. i

9, In a railway truck, the combination with a truck framehaving a gap and a tic bar spanning said gap, of means securing the bar to the truck frame including a key litting transversely of the bar into register ing slots of the bar and trame, means acting between the bar and frame to hold the parts in position, said means including a tapering bolt provided with uptnrned ends to prevent the movement thereof laterally With respect to the frame, the shearing of said bolt being prevented by said key.

l0. In a coupling for the sections of a jointed car, the combination of a pair of vertically spaced lugs connected to one section, a single lug connected to the other section projecting betweenthe spaced lugs, a coupling pin extending downward through all of the lugs, and means to prevent lateral shifting7 said means including a link lying bet-Ween said single lug and one of the lugs of the pair through which the pin pro- SAMUEL B.` BRILHART.

Images