US1316553A - Planoqraci - Google Patents

Description

- 1J0. BARBER.

GAR mucx.

APPLICATION FILED JAN. 3!. 19'9.

PatentedSept. 23,1919.

3 SHEETS-SHEET l- :wEHToR John C. Barber BY ms ATTORNEYS THE COLUMBIA PLANOGRAI u :0 WAS] l J. C. BARBER.

CAR TRUCK.

23, 1919. 3 SHEETS-SHEET 2.

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1. c. BARBER. CAR TRUCK. APPLICATION FILED IAN-31. $19.

Patented Sept. 23, 1919.

3 SHEETS-SHEET 3- Q K S Q ill/11117 fluff/1M mvsw-rorz Q.Barber John M BY HIS ATTORNEYS UNITED STATES PATENT l FFlC.

JOHN o. BAR ER, or'ornoaeo, ILLINoIsQAssIGNoR To STANDARD CAR TRUCK COMPANY, or cnroneo, rumors, a coaronarroisr or new JERSEY.

CAR -TR'EIGK.

To all whom it may, concern Be it known thatl, John C. BARBER, a citizen of the United States, residing at Chicago, in the county of Cook and State of Illinois, have invented "certain new and" use. ful Improvements in Car-Trucksyand I do hereby declare the following to, be. a full, clear, and exact description of the invention, such'as will enable others skilled the art to which it appertains to, make and use the same.

My invention has forits. object to, provide certain improvements in freight cartrncks, with a view of better adapting the. sam'eto present conditions and demands of the rail way service; and, to this end, my invention consists of the novel devices and combina i ts tions of devices hereinafter described anddefined in the claims. I i

.My invention is illustrated the accompanying drawings, wherein like notations refer to like parts throughout the several views.

- In said drawings,

Figure 1 is a view in side elevation, partially in diagram, showing one of the side frames and some of the associatedparts of the car truck;

F'g. 2 is a detail in perspective, showing one end portion of the spring plank de tached and turned lip-side down;

Fig. 3 is a view of the central portions of the truck in cross section, with some poi:

ti'on's shown in elevation, the sections'of the,

opposite ends being in 'difierent vertical planes, the parts being shown as they appear when the lateral motion rollers are work? ing position;

Fig. 4 is a view similar to Fig; 3, but with the parts shown as they appear after the lateral motion; rollers have been: removed and: the interlocked bolster ands ring plank have become interlocked'to the slde frames;

Fig. 5 is a sectional view corresponding to that shown at the left end of Fig. 3 but showing the parts on a much largerscale', and V i Fig. 6 is a-sectional view corresponding to that shown at the. left end of Figa l but showing the parts on a much larger scale, the scale being the same as in Fig. 5.

The steel side frames 7, shown in the drawings, are ofa well known standard type and are providedwith the customary cen trailer bolster 8-, the-restisal Specification of Letters Patent. Patented Sepfl23, 1919, Application filed January 31, 1919 Serial No..274,189.

walls. of which serve as bolster columns 9, i

and which spaces 8 are laterally enlarged below the vertical travellineof the bolster, inorder to permit the endwise insertion and removal of the bolster 10in the usual way. The bolster 10 is of the form standardized by the Government, soufar as its general shape and its main features are concerned. Said bolster is also springsupported from the opposite ends of the spring plank 11 through the springs 12, applied in the customary way.v The said spring plankll is, however, made of a special form and the bolster 10 is slightly modified for the incorporation of my improvements into this otherwise standard truck. I

The spring'plank11 is a steel casting, preferably of channel form, and is provided with a central pin 13 ;cast integral therewith adapted to project upward through acentral seating hub 14 therefor, formed: in the bolster coincident with the central part of the bolster center plate 15, and which is made long enough to project therethrough and serve also, to connect the center plate of the body bolster (not shown) with the center plate of the truck bolster. "The presence of this pin 18, so related to the bolster 10,- serves to. interlock the said bolster and spring plank against any lateral movement of one in respect to the other, while permitting freedom of vertical motion of the bolster relative to the spring plank.

The spring plankll is also provided, on itsunder side-with bearing surfaces 16, for cooperation with lateral motion rollers 17 resting on corresponding seats 18, formed in the side frames, at the bottoms of the bolster spaces. The rollers 17 are cylindrical and the seats 16 and 18:for the same in the spring plank and theside" frames have contours; of thewell known Barber type, 1 disclosed and claimed in Lee W. Barber Patent, 784,096, of March 7,1905; 1

It must be obvious that with the said bolster 10 and spring plank 11 related and bolster (and spring plank 11 related and interlocked together, as i above described, and the rollers 17 present,-as;"shown in Figs. 1, 3 and 5, the said bolster and springplank will be free to travel together flaterally with thesaidside frames, orlcrosswise of the truck on the said rollers 17 moving in the said bearings 16 'andfjl8,when the car is,

amend curves, and heeiause cally, after the truck and the car again got onto the straight sections of the track. This lateral motion, of course, must be limited and, for this purpose, the spring plank 11 is shown with deep lugs 19 depending from its lower side, adapted to abutthe inner edges of those portions of the side frames at the bottom of the bolster spaces, and the bolster 10 is provided on the side walls of its outwardly projecting ends with lugs 20, adapted to abut against the outer faces of the side frames adjacent to the bolster spaces to limit the lateral movement of the bolster. The lugs 19 011 the spring plank 11 and the lugs 20 on the bolster cooperate to limit this lateral travel of the interlocked bolster and spring plank; and hence, they should be correspondingly spaced relative to the walls of the side frames, so they will strike the said side frames at the same time.

The said spring plank 11 is also provided with two additional sets of downwardly depending lugs, marked, respectively, 21 and 22. The lugs 21 depend from the very outer ends of the spring plank 11, whereas, the lugs 22 depend from the spring plank inward of its roller-bearing seats 16 and outward of the lateral motion stop lugs 19.

- The relations of these three sets of lugs 19,

21 and 22 are best shown in Fig. 2 of the drawing.

The said pair of lugs 21 and 22, depending from the spring plank 11, are so related to each other and these portions of the side frames directly below the spring plank that, when the rollers are removed, the said lugs 21 and 22 will respectively engage with the opposite vertical walls of the underlying portions of said side frames, as shown in Figs. 4 and 6 of the drawings, and thereby cause the interlocked bolster and spring plank to become interlocked with the side frames of the truck, and thereafter confine the bolster to, a vertical motion only. In other words, when this simple change is made, 'a truck is afforded wherein no lateral motion is permitted to the truck bolster or car body carried thereby.

If the removalof the rollers 17 permits the truck bolster 10 and spring plank 11 to drop too far to maintain the desired standard level of the drawbar on the car body, shims 23 can be inserted under the bolster and abovethe spring caps 24, as shown in Figs. 4 and 6, so as to maintain said required standardized level of the truck bolster and car body. The division walls between the deeper, so as to meet sooner and reduce the drop, when the rollers are removed, to such an extent that the change in the drawbar level would be negligible, and, in such case, it would not be necessary to employ the shims 23 between the spring caps and rollers.

' The bolster is preferably recessed at the proper points on its under surface to seat and hold the spring caps 24:, when the rollers are present, as shown in Figs. 3 and 5, or to take the shims when the rollers are removed, as shown'in Figs. 41 and 6. The'spring caps 24 are shown as provided with depending dowels 25 for centering the upper ends of the springs 12. The spring plank 11 has countersunk seats 26 for the springs 12 on its upper surface, and these seats 26 are provided with upwardly projecting dowels 27 for centering the lower ends of said springs 12. The springs are thus securely held against any lateral displacement in respect to the bolster or the spring plank.

The opposite walls of the bolster spaces 8 of the side frames, below the lateral enlargement of said bolster spaces, are provided with lugs 28, adapted to receive between them the spring plank 11 and guide the same in its lateral travel, and hold the same from forward and backward displacement, both when mounted for lateral motion and when interlocked with the side frames.

From the foregoing, it will be seen that, by my improvement, I provide a freight car truck of simple structure and low cost, which is normally adapted to afford lateral motion of the spring plank and bolster on anti-friction devices, and hence, also of the car body carried by the truck bolster; but wherein the said spring plank and bolster can be instantly interlocked with the side frames, upon the removal of the anti-friction rollers, thereby confining the bolster to a vertical motion only, as in the standard Government truck. The diversity in demand, found among different railway organizations, due to divergence in views among different controlling railway engineers, thus is met by a single truck.

What I claim is 1. A car truck having a spring-mounted bolster and supporting devices therefor provided with means interchangeably adapted for cooperation with lateral motion antifriction devices, to permit both vertical and lateral motion of said bolster on the side frames of the truck, or to be interlocked with saidside frames, when said anti-friction devices are removed, so as to confine said bolster to vertical motion only, substantially as described. V V

2. car truck having a spring-mounted bolster and a spring plank interlocked against any lateral motion of either the plank or the bolster in respect to each other but ermitting vertical motion of the bolster in respect to the plank, the said spring plank and bolster together being capable of lateral motion, substantially as described.

3. A car truck having a'spring-mounted bolster and a spring plank interlocked to the bolster with freedomfor vertical motion of the bolster relative to the plank and which spring plank is provided with means interchangeably adapted for cooperation with lateral motion anti-friction devices, or to be interlocked with the side frames when said anti-friction devices are removed, substantially as described.

" 4. A car truck having a spring-mounted bolster and a spring plank interlocked together against any lateral motion of the bolster or the plank in relation to each other but with freedom for vertical motion of the bolster in respect to the plank and which bolster and spring plank, and also provided with depending lugs adapted to interlock with the side frames of the truck when said roller bearings are removed, thereby confining the bolster to vertical motion only, substantially as described.

5. In a car truck, the combination with whereby the spring plank and bolster are 46 supported from the side frames with freedom for lateral motion thereon, substantially as described.

6. In a car truck, the combination with the side frames provided with anti-friction 45 lateral motion devices located in the bolster spaces at the bottoms thereof, of a spring plank having bearing surfaces resting on said anti-friction devices, a bolster springsupported from the said plank, and a center pin fixed to the spring plank and extending upward through the center of the bolster and serving to interlock said bolster and plank together for common lateral movement while permitting vertical motion of the bolster, substantially as described.

In testimony whereof I aflix my signature in presence of two witnesses.

JOHN C. BARBER. Witnesses:

F. L. BARBER, L. W. BARBER.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, D. G.

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