Improvements in Car Trucks.
Year: 1896

page_text: Date of Application, 3rd Mar., 1896-Accepted, 18th Apr., 1896
COMPLETE SPECIFICATION.
Improvements in Car Trucks.
I, EDGAR PECKHAM, of No. 26 Cortlandt Street, New York, County
and State of New York, United States of America, Manufacturer, do hereby
declare the nature of my invention, and in what manner the same is to be
performed, to be particularly described and ascertained in and by the following
statement:-
This invention relates to car trucks, and particularly such trucks as are intended
for street car service. The truck is adapted to support an electric motor for
propelling the same but its uses are not restricted to a service employing such means
of propulsion.
The objects of the invention are to construct a truck wherein end oscillation or
tilting of the car-body mounted thereon will be largely if not entirely avoided;
to impart to the main frame of the truck great strength and sufficient elasticity to
enable it to readily resist all strains to which it may be subjected; to provide the
truck frame with an extended support for the car-body; to simplify the construction
of the truck frame by reducing to a minimum the number of parts of which the
sides of such frames are composed; to provide the truck with a simple and effective
brake mechanism; to provide simple and efficient appliances for suspending an
electric motor on the truck in a manner best adapted to distribute the weight of
the motor over the truck structure and thereby prevent injurious strains to the
truck frame and its axles, and whereby at the same time the motor is maintained
in a desirable position and its vibration materially prevented; to provide the axle
of the truck to which the motor is pivotally connected with means for preventing
the lateral vibration of the motor on its bearings; to provide the truck with an
efficient and dust-tight axle-box, and also with a simple and effective life guard,
capable of readily and automatically accommodating itself to a desired elevation of
its forward end above the track and which may be operated by the motorman or
driver from his position on the platform.
A truck constructed according to this invention requires less labor and expense to
build it, is less liable to become deranged in service and the various parts comprising
it more quickly assembled, and more easily replaced when worn, than is the case with
trucks as generally constructed.
The invention is illustrated in the accompanying drawings in the several views of
which like numerals indicate like parts. In the drawings-
Figure 1 is a perspective view of an extra long extension truck embodying my
invention.
Figure 2 is a plan view.
Figure 3 is a side view.
Figure 4 is a cross section, enlarged, on the line 4, 4 of Figure 2.
Figure is an end view looking in the direction of the arrow Figure 4.
Figure 6 is a view in elevation, enlarged, of one end of the truck shown in
Figure 3.
Figure 7 is a cross section on the line 7, 7 of Figure 6.
Figure 8 is an end view of Figure 6.
Figure 9 is an elevation, enlarged, of one end of the truck frame showing the
arrangement of the elliptic and spiral springs and a type of life guard.

page_text: Figure 12 is a central vertical section through Figure 11.
Figure 13 is a front view of the yoke and axle-box somewhat modified.
Figure 14 is a central vertical section through Figure 13.
Figure 15 is a view in perspective of a truck embodying certain peculiar features
of construction of the side frames and adapted more especially for light car
bodies.
Figure 16 is a side elevation of the truck shown in Figure 15.
Figure 17 is a detail elevation of one end of Figure 16 having a spiral spring at
the end extension.
Figure 18 is a vertical longitudinal section through the integrally formed end
portion of the truck frame of Figure 16.
Figure 19 is a ground plau of Figure 18.
Figures 20 and 21 are respectively a side and end elevation of the socket for
supporting an elliptic spring at the end of the truck frame.
Figures 22 and 23 are similar views of a socket for supporting the spiral spring
adapted to be used in substitution of the elliptic spring.
Figure 24 is a side elevation of one end of a car and truck having the life guard
applied thereto.
Figure 25 is a ground plan of one end of the truck showing the life guard and
brake mechanism.
Figure 26 is a plan view of parts of the truck frame showing the application of
the brake mechanism.
Figure 27 is a sectional elevation on the line 27-27 of Figure 26 looking in the
direction of the arrow.
Figures 28 and 29 are detail views of the brake har support.
Figure 30 is a longitudinal vertical section on the line 30-30 of Figure 31 aud
represents the means employed for suspending an electric motor on a truck.
Figure 31 is a ground plan of Figure 30.
Figure 32 is a vertical cross section on the line 32-32 of Figure 31.
Figure 33 is a view in clevation of the axle of a truck to which the motor is
adapted to be pivoted, one of the collars on the axle and its appurtenances being in
section.
Figure 34 is a perspective view of one of the motor collars.
Figures 35 and 36 are like views respectively of the sectional packing and washer
used with the collar.
Figure 37 is a view in perspective of an axle-box and yoke of a modified form.
Figure 38 is a central longitudinal section of the axle-box shown in Fig. 37, and
appurtenances.
Figure 39 is a transverse section on the line 39-39 of Figure 38.
Figure 40 is a view in elevation of the rear or inner end of the axle-box,
Figure 38.
Figure 41 is a perspective view of the packing ring which co-operates with the
inner end of the axle-box and the journal of the axle.
Figure 42 is a like view of the wedge against which the ends of the packing band
in the groove at the inner end of the axle-box seats.
Referring to the drawings, 43 indicates the upper longitudinal beam, which is
preferably duplex as shown, and 44 the bracing beam. These beams on each side
of the truck frame connect the yokes 45 together, the beams being riveted to the
yokes as shown. In Figure 16 the beam 44 is omitted and a tie-beam 44 is
extended at both ends across the bottoms of the yokes. To the outer sides of
the yokes 45 there are riveted longitudinal beams 46 which afford support for
springs as shown and which beams will be of greater or less length according to
the proportions desired of the spring-base extension. The springs mounted on
beams 46 are supported from below by truss beams 47 riveted to the lower part of
the yoke and inclined upward to the beams 46 to which they are also suitably
riveted. A desirable mode of connecting the truss beams 47 to beams 46 is shown
in Figures 6 and 7. Suitably supported on standards rising from the longitudinal

page_text: beams 43 and 46 is a sill or top chord 48 which co-acts with the springs mounted on
said side beams as presently explained. The car-body is adapted to rest on sill 48.
The respective sides of the truck frame are connected together by suitable transverse
beams and the frame is mounted as usual upon axle boxes co-operating with the yokes
of the frame.
The axles of the truck are indicated at 49, the wheels at 50 and the axle
boxes at 51. In Figure 1 the yoke 45 is an independent structure riveted to the
frame and is provided at its respective sides with openings or depressions 45°
(Figures 11 and 13) to receive the ends of the side beams, which latter are riveted
in position. At its bottom the yoke is also provided with holes or openings to
receive the rivets which connect the beam 44 and under truss beam 47 thereto.
45° indicates a detachable connecting piece between the lower extremities of the
yoke 45, held in place by bolts 45. This connecting piece 45b is provided with a
projection 45 which is adapted to enter an opening or socket in the bottom of the
axle-box 51 and thus furnish a loose connection between the bottom of the axle-
box and the detachable piece 45, and by this means, in connection with the joint
at the top of the axle-box, the latter is maintained in proper position with reference
to the yoke and truck frame. By removing the bolts 45 the pieces 45° may be
readily displaced from the yoke structure to permit the axle-boxes to be detached
from the truck frame.
To relieve the truck frame from shocks and concussion and ensure an easy riding
car, there is arranged between the top of the axle-box 51 and the yoke 45 a spiral
spring 52, the yoke being hollowed out as indicated to receive the spring and
maintain it in operative position. In Figures 11 and 12 the axle-box is provided
in its top surface with a semi-spherical depression within which operates a guide
piece 53 for the spring 52, said guide piece having a semi-spherical bottom which
co-operates with a depression in the top of the axle-box, thus forming a ball joint
partaking of an universal motion. The spring 52 (Figure 12) is mounted on the
guide piece 53 whose stem projects partly through the spring as shown and as the
spring is fitted into the depression in the yoke it is, thus suitably guided and held
against displacement. The spring 52 is duplex, consisting of inner and outer
spirals which is found to be a desirable construction for this purpose. In Figures 13
and 14 the top of the axle-box is provided with a depression having a central vertical
stud to receive the spring 52 and assist in maintaining it in place. This form does
not possess the quality of an universal joint but is well adapted for the purpose
intended. Attached to the sill 48 are guide rods 54 which enter sockets in the tops
of the yokes 45.
Upon the longitudinal beams 43, between the yokes, there are mounted upon
suitable standards whose upper ends may pass through depressions in the sill 48 as
shown in Figure 3-whereby the nuts which secure said standards to the sill are
below the plane of the sill-spiral springs 55 for affording support to the car-body
centrally.
The improvements which I have applied to the end of the car truck will now be
described. The beams 46 which serve as the extended spring base are duplex and
the outer upper ends of the truss beams 47 are preferably secured to the same in
the manner indicated in Figures 6 and 7. In these views 56 indicates a casting
having a collar 57 at its top and a lateral projection 58 at its bottom. This
casting is riveted between the members of the duplex beam 46 with the collar 57
resting on the upper edges of said beam, the lateral projection 58 being below the
lower edges of the beam. Said lateral projection 58 is provided with a central
opening which receives the upper outer end of the under truss beam 47 which is
riveted to the casting as shown, the interior of the casting furnishing a rigid
abutment for the end of said truss beam as seen in Figures 6 and 7.
At the extreme end of the duplex longitudinal beam 46 there is riveted between
its members the casting 59 with a collar 60 which rests upon the upper edge of
said beam and with a depending bracket 61 below the under edge of the beam (see
Figures 6 and 8). In bracket 61 there is journalled a roller 62 with which rod 63

page_text: supporting a preferably duplex spring 64 above the collar 60, and passing through
an opening in the bracket, co-operates. The spiral spring 64 abuts at its upper end
against a collar or rod 65 and the extreme upper end of said rod is secured by a nut
within a bracket 66 affixed to the sill 48. To the lower end of rod 63 there is
suitably secured an end truss 67 extending outwardly and upwardly and having at
its extreme end a horizontal portion 68 which is adapted to be maintained by means
of a turn-buckle device 69 in the same plane as the top of the sill 48. The end
truss 67 may be formed integral with the rod 63 (and I prefer to so make it) ns
shown in Figure 10. The object of this extended end truss is to prevent the
teetering or oscillation of the car and also to support the ends of car bodies of
unusual lengths. The vertical member of the end truss 67 rests against the roller 62
and said roller prevents it from binding in the casting 59. The turn-buckle
device 69 is provided with right and left hand threads coacting with threads on the
truss so that the tension of said truss is easily regulated. It will be seen that the
end truss 67 (whether the vertical rod 63 is integral with the truss member 67 as in
Figure 10, or connected thereto as in Figures 3 and 6), coacts with the upper
chord 48 of the truck frame by means of bracket 06, and at its opposite end is
adapted to extend under the car body and support the same at its outer ends. By
this arrangement the requisite flexible support is afforded at the extreme ends of
the car body, an important consideration when car bodies of unusual lengths are
employed.
In
Next to the yoke 45, (Figures 1 and 9) I arrange an elliptic spring 70 supported
in a bracket 71 riveted to the duplex beam 46 and connected by a suitable clamp
to a depressed portion of the sill 48 as shown. The elliptic spring 70-thero
being four to cach truck, one near each end of each side frame-thus firmly unite
the horizontal end beams with the upper chord 48 of the truck structure.
connection with the elliptic spring 70 1 employ a spiral spring 72 which is arranged
in advance of the elliptic spring and is mounted upon a rod having its upper end
connected to the sill 48 and its lower end extended through the casting 56 riveted
between the members of the duplex beam 46. The lower end of this rod which is
indicated by 73 extends beneath the casting 56 some distance and is provided with
a spiral tension spring 74 which is held in place against said easting by an adjusting
nut 75. The function of this tension spring 74 is to take up lost motion of spiral
spring 72 and keep the latter in proper tension, thereby providing at this point of
the truck structure what I term a tension appliance. By locating the elliptic
spring adjacent to the yokes and the spiral spring in advance of the elliptic spring
I overcome various objections incident to the use of an elliptic spring in truck
structures inasmuch as I am enabled to bring the weight of the car body more
directly upon the elliptic springs than upon said spiral springs; this provides
against oscillation of the car body that would otherwise take place; and by this
disposition of the springs I am also enabled to combine advantageously with the
spiral spring 72 the lower tension spring 74, thus providing an effective tension
device serving to prevent breakage of the elliptic springs by up-thrusts of the
truck, the said tension device also relieving the car from shocks by cushioning the
nut 75 at the bottom rod 73.
The spiral springs 64 and 72, located as explained also afford a more extended
spring support for the car body and assist in preventing the oscillation or teetering
of the car.
The elliptic spring 70 arranged next to the yoke is stiffer than the
said spiral springs, and dependence is placed upon the four elliptic springs to
sustain the car when not loaded, and as the weight of the car is increased the
spiral springs come into play to reinforce the elliptic springs. As the elliptic
springs 70 are rigidly secured to the top of the frame or upper chord 48 of the
truck and also to the horizontal and extension beams 46, they serve to brace the
truck and give it the requisite strength to resist side and end thrusts when starting
and stopping and rounding curves. When only one spiral spring is used in
connection with the elliptic spring, as shown in Figure 9, the spiral spring is
preferably provided with an inside buffer spring as shown in said view, the inside

page_text: spiral spring being a little shorter than the outside spiral spring to allow for the
weight of the car body before the inner spring comes into play.
In Figure 2 an electric motor 76 is shown pivotally supported at one end on the
car axle 49 and co-operating with gearing on the axle in a manner well understood.
The opposite end of the motor is supported on the motor hangers 77 which are
suspended upon the rods 78 between spiral springs 78 and 78" encircling said rods,.
as shown in Figure 4. The rods 78 are provided at their upper ends with semi-
spherical bearings 78° operating within sockets 78 which are bolted between the
duplex transverse beams 79 which are supported by standards 80 at each side of
the truck frame and which are bolted between the longitudinal beams 43 and 44.
By this construction of motor support the requisite flexible connection is secured
for the heel of the motor.
To the under supporting truss 47 there are bolted bars 81 which project
outwardly beyond the end of the truck and are supported by the hangers 82 suitably
connected to the ends of the duplex beams 46. Connected to the outer ends of
bars 81 is a life guard 83, the connection being a hinged one whereby the life
guard may be turned upward as shown in full lines or downward on a plane with
the bars 81 as shown in dotted lines, Figure 9.
In Figure 37 is shown a somewhat modified construction of the yoke. This
yoke is provided with slots 41' to receive the ends of the upper beams, similar slots.
heing made in the bottoms of the vertical members of the yoke to receive the truss
beam 47 and the lower longitudinal beam 44 the said beams being riveted to the
yoke in the usual manner. Thus the yokes and the rivets serve to join together
the several parts of the truck frame in a firm manner so that each side frame of
the truck is practically one piece. The yokes also serve to support the inner or
lower ends of the truss beams 47.
The axle boxes 51 have proper bearings made of metal between the axles and
the interior of the boxes as is usual in trucks; and the yokes 45 in their general
outlines are constructed to straddle such axle boxes, their lower members being
riveted, as explained, to the beams 44 and truss beams 47.
From the upper inner part of the yoke 45 (Figure 37) a bracket 84 formed
with the casting of the yoke extends toward the centre of the truck. Suid
bracket is provided with a hole to receive a vertical pin which extends upward and
is connected with a shoe secured to the under side of the sill 48. Said pin is free
to move in the hole and serves as a vertical stay and guide to maintain sill 48 and
the yoke 45 in their proper relative positions. In the underside of the top
member of the yoke of Figure 37 there is a recess to receive an elastic cushion or
spring against which the metallic stud 85 bears, the outer portion of said stud
extending laterally in the direction of the truck frame in the form of a longi-
tudinal section of a cylinder and resting in a suitably formed depression in the
top of the axle box 51, thus forming a joint which readily adjusts itself to the
varying positions which the axle box may assume with reference to the yoke.
At the bottom of the axle box 51 there is a socket into which the projection of
the connecting piece 45° enters, the connecting piece being detachably connectel,
as previously explained, to the legs of the yoke.
The side frames of the truck including the yokes may be placed on or taken
from the axle boxes without dismantling the frame; and by removing the detachable
pieces 45 at the bottoms of the yokes the axle boxes may be readily taken off the
axles, to remove the entire set of axle boxes it being only necessary to detach the
two bolts connecting the connecting piece 45° to the yoke. This construction of
the side frames of the truck, embracing the yoke as an element, besides having
the merit of simplicity permits the employment of the novel gear-bearings
between the axle boxes and the side frames, through the medium of which the side
frames are relieved from shocks and the wheels and axles are permitted to adjust
themselves to all unevenness of the way, thus relieving the trucks and car bodies
from strain incident to the use of the usual rigid axle connections.
The truck shown in Figures 15 to 18, is adapted for light car bodies. The

page_text: main elements of this truck frame are shown, with some important modifications,
in Figures 1 and 2. In Figures 15-18 the yokes of the side frames are connected
together by the duplex beams 43 upon which are mounted springs, preferably
near to the yokes, for supporting the central part of the car body, but instead of
the lower longitudinal boam 44 extending between the yokes there may be used
the tie beam 44" which extends beneath and beyond them as shown and is held in
place by guide rods or bolts 54 passing through the vertical members of the yoke
structures and connected to the upper chord 48; or said tie-rod 44 may be used
in conjunction with lower beams 44, as shown in Figure 15. Each end portion of
the frame constitutes a single casting (Figures 18-19) and comprises the yoke
structure 45-having the flange or extension 86 to which the longitudinal beam 43
is adapted to be riveted and the end extension 46° consisting of a horizontal
member and the under truss member 47 which parts are by preference made
duplex.
This yoke structure 45 (Figure 16) is of novel configuration as shown in
Figures 18-19. It comprises an upper horizontal member 87 which is adapted to
rest upon the axle box 51 and in its under surface is provided with a recess 88 to
receive an elastic cushion or spring to coact with the top of the axle box. The
upper member 87 is preferably of approximately circular ground plan as seen in
Figure 19. The vertical members 89 which are adapted to extend downward
along the sides of the axle box, are made hollow to permit of the passage of guide
rods 54 connecting the upper chord 48 and the lower beam 44. Said vertical
members 89 are also of circular ground plan. The flange 86 of this integral end
portion of the frame is provided with a perforated seat 90 to receive the spiral
spring 55 and with holes for the rivets connecting the beam 43 thereto. The end
extension at the front of the yoke structure comprises the horizontal part 46 and
under truss part 47 as stated, the said end extension being shown divided
longitudinally except where the perforated sent 91 is located, the said seat being
adapted to receive a spiral spring as 92 surrounding a bolt which passes through
the sill 48 and through the perforated seat 91 and also through the socket 93
formed in the under truss member 47* of said end extension. The socket 93 is
adapted to receive a counter spring 94 for the spring 92, the said counter spring
surrounding the lower end of the bolt which extends through the bottom longi-
tudinal tie-beam 44 and its end provided with a nut as shown. Suitable washers
are placed between sill 48 and beam 44 and the springs on the guide rods. At
the extreme outer end of extension 46 there is a socket 95 for receiving a spiral
counter spring 96 for the spiral spring 97, when such a type of spring is made use
of at that point in lieu of an elliptic spring. (See Figure 17.) In the upper
ends of the vertical members 89 of the yoke are the removable bushings 98
which are of cast steel. These bushings are made use of for the purpose of
guarding against the wear of the guide bolts in the longitudinal and lateral
movements that may be imparted to the car body and through the same to said
bolts. The bushings 98 are held in place by screw3 99, easily removable.
In Figure 16 the extreme end of the truck frame is equipped with an elliptic
spring 100, as shown, which is interposed between the end extension 46 nud the
upper chord 48. When an elliptic spring is to be used in this position the
Casting 101 (Figures 20, 21) is made use of, the said spring being clamped within
the opening of the casting, the upper part of the casting being in two sections
held together by bolts and nuts as indicated in Figure 21. That portion of the
casting 101 marked 102 is adapted to enter the horizontally divided part of the
extension 46 of the end cnsting and to be secured therein by rivets.
In Figure 17 the spiral spring 97 is substituted for the elliptic spring 100 and
in this case the casting 101 shown in Figures 22 and 23 is made use of, the
same being secured in place by inserting the portion 102, having rivet holes,
between the divided portion 46 of the end extension and riveting the same in
place, as when applying the casting for the elliptic spring. The parts of the
castings described which enter the opening in the end extension are of the same

page_text: configuration in both cases thus rendering said castings interchangeable to permit
the ready substitution of one type of spring for the other. The making of the
end portion of the truck frame as an integral structure reduces the number of
parts that enter into such a frame to a minimum, simplifies the structure as a
whole and greatly strengthens the truss end-extension without adding to its
weight.
In Figures 26 to 29 there is illustrated the brake mechanism with which the
truck is equipped. So much of the truck structure is illustrated in these views as
is necessary to show the application of the brake, the brake being also shown in
Figures 2 and 25.
The brake-bar supports or guides are indicated at 103 and are bolted, in
proper relation to the truck wheels 50, to the lower longitudinal duplex beams 44.
The brake bars are indicated at 104 and are located outside the axles transversely
of the frame, their ends entering the supports or guides 103, within which said
bars are adapted to slide longitudinally when the brake mechanism is applied.
The brake shoes are indicated at 105 and they are bolted near the respective
ends of the brake bars 104, contiguous to the wheels 50, and are adapted to hind
against the peripheries of the wheels when the brake bars are forced inward.
The numerals 106 indicate connecting rods arranged at each side of the truck
frame between the wheels 50 and are made in two sections joined together by a
turn-buckle arrangement 107 whereby the lengths of said rods may be adjusted.
The respective ends of rods 106 are bifurcated as shown and embrace the brake
bars 104 and are bolted at 108 to the bars 109 at the respective ends of the
truck, the said bars being located inside the brake bars 104 and arranged parallel
thereto. Secured to the top surface of the brake bars 104, near the brake shoes,
are stops 110 which serve as guides for the bifurcated ends of the rods 106.
Bolted to the brake bars 104 at their longitudinal centres are lugs 111 having
ears between which there are pivoted the bent levers 112, the outer ends of which
occupy a plane above the plane of the brake bars 104. There are two of these
levers 112, one at each end of the truck and oppositely placed. The levers are
bent upward and sidewise toward the center of the truck, the upward inclination
serving to clear the flat ends of the rods 106 and reduce the angle of the brake
chain connecting with the car body. The bending of levers 112 toward the center
of the truck is to increase the leverage and take up the slack of the brake chain.
Bolted to the transversely arranged bars 109 and central thereof are projecting
pieces 113, arranged at right angles to the brake bars 104 and the bars 109, the
outer ends of said projecting pieces 113 being bifurcated and receiving the
levers 112 to which they are pivotally connected. To the outer ends of levers 112
there is connected the chain or rod 114 extending to the brake operating shaft
(not shown) by which means the necessary strain can be put on the chain or rod to
operate the brakes. The brake bar support or guide 103, of form shown in
Figures 28 and 29, has a vertical member 103 which receives the bolts whereby
the said support is secured to the beam 44, and a member 103 at right angles to
said vertical member, provided with a lateral opening through it to receive the end
of the brake bar 104, the width of the said member 103 being sufficient to retain
the brake bar when it is moved inward in the operation of the brake. The inner
bottom surface of the member 13b of the support is of the form shown in
Figure 29; that is, with grooves or slots 103° in two of its edges adapted to receive
a bearing plate 1034 of suitable material and upon which the end of the brake
bar 104 slides. As the bearing plate 103 is easily removed it may be replaced by
a new plate when necessary. By this means a uniformly smooth movement of the
brake bars is secured and the necessity for frequent removal of the brake bar
supports for repairs is avoided. Beneath the bearing plate 1034 | insert a bearing
of indurated fibre or leather 103, to prevent the rattling of the brake beam and
bearing plate 103 when passing over crossings and also to take up lost motion and
make a proper fit.

page_text: The numerals 115 indicate the brake releasing springs which are of the spiral
type. They are connected by any suitable means to the brake beams 104, and also
to the transverse connecting bars 116 (Figure 2), or to separate castings 117 bolted
at any suitable point onto the main side beams 44 of the truck (Figure 26). The
bolts connecting the releasing springs 115 to the transverse beams 116, or the side
frames of the truck, are provided with suitable threads and nuts so that the
springs can he properly adjusted to keep the brake shoes, when not in nɛe, clear
of the wheels, and thereby prevent unnecessary wear of the shoes, and noise; this
is the object of the springs.
It will bo observed that there is employed at each end of the truck but one brake
lever which is so connected to the brake har and the supplemental bar 109 as to
cause said bars at the end of the truck where the brake operating shaft is applied,
to move toward each other. This causes the brake bar at the opposite end of the
truck to move toward the wheels and apply the brakes at the same time that they
are applied at that end of the truck where the brake operating shaft is manipulated.
In other words, it will be seen that if the brake chain or rod be tightened at either
end of the car, the lever 112 at the opposite end of the truck will remain in position
against the beam 104, the flat ends of the connecting rods 106 neting against the
brake heam and forcing the brakes against the wheels, while the operating lever at
the other end of the truck will force the corresponding brake heam against the
wheels at the same time; so that all four shoes come in contact with the wheels at
the same time.
Referring to Figure 24, the numerals 118 indicate the body of the car and
119 its platform. The safety guard or fender with which the truck is provided as
shown in this view, is placed entirely rearward from the front of the ear platform.
This safety guard comprises the longitudinal bars 120 and 121 and transverse
bars 122 and 123 which are made preferably tubular and are joined together by
suitable fittings so as to form a rigid frame. The hars 121, 122 and 123 jointly
form a rectangular parallelogram of a length corresponding substantially to the
width of the car. The numerals 124 indicate elastic metallic strips, or other
suitable elastic material, stretched between said bars so as to convert said
parallelogram into an elastic platform capable of receiving and supporting heavy
and bulky articles in the patli of the car that may be thrown onto said platforin.
The nuinerals 125 indicate forked angular attachments at the rear ends of bars 120
and they are provided with a series of holes, as shown, to receive bolts 126 whereby
said forked attachments are connected to the truss beams 47 of the truck and
whereby the rear ends of the frame supporting the elastic platform may be raised
and lowered with reference to the truck frame.
A transverse beam 127 forms a part of or is connected to the truck frame at
the rear of the elastic platform. To this bean there are bolted T-shaped
brackets 128 and through the horizontal member of such brackets vertical bolts 129
are allowed to play freely. The lower ends of said bolts are connected by suitable
fittings with the frame carrying the elastic platform such fittings shown to be
attached to transverse bar 122 near its outer ends. Between washers on bolts 129
there are placed spiral springs 130 and 131, the latter serving as counter springs.
Said washers and springs are placed around bolts 129. The upper end of each
bolt is screw-threaded and provided with a suitable nut whereby the desired tension
may be imparted to said springs and the central part of the elastic platform or
frame may be slightly raised and lowered. While the preferred slope of the elastic
platform is approximately horizontal, but slightly sloping downward, and toward
the end of the car, it will be seen that such stope may, if circumstances should
require, be modified by means of the adjusting device near the central and near
the rear end of the frame supporting said elastic platform. It will also seen
that in case a comparatively small obstruction such as a stone should be in the way
the rounding forward end of the elastic platform will be apt to be guided over
the same and the springs 130 and 131 will permit said platform to rise and clear

page_text: the obstacle, while a larger object will be drawn rearward upon said platform by
contact therewith where it may remain until the car is stopped.
The numerals 132 indicate a lever fulcrumed underneath the car platform at
133 and connected with a spring seated foot pin 134 near the front end of the
platform, and 135 is a vertical bar with its apper end hinged to the rear end of
said lever 132 and its lower end to a transverse bar 136 the outer ends of which
should be joined to bars 120 between the central and the rear supports of the
frame of the elastic platform. It will be understood that if the driver or
motorman should discover an object on the track which he desires the fender to
clear, he can by a slight pressure of his foot upon the pin 134 lift the fender
accordingly.
The axle box 51, illustrated in detail in Figures 38 to 41 is constructed so that
it is self-lubricating and dust tight. The axle box is shown with a depression in
its upper surface and with a socket in its bottom, with which depression and socket
certain parts of the truck gearing are adapted to co-operate. The front end of the
axle box is closed by a cover which is readily removable and through which the
lubricant for the journal bearing is supplied. Within the axle box at the top
thereof is located the journal bearing 137 of brass or other suitable metal, and
it is interposed between the journal of the axle and the inner top surface of the
axle box as shown. Within the rear end of the axle box is formed integral
therewith a groove or recess which is of such dimensions as to adapt it to receive
and hold a packing band 138 which is sprung into place. The entrance at the
rear of the axle box is surrounded by a rim 139 integral with the casting, such rim
extending clean around the opening and furnishing in connection with the inwardly
projecting portion 140 of the casting the aforesaid groove or recess to receive the
packing band 138 which is of felt or other suitable substance. At the bottom of
said groove or recess centrally below the journal there is firmly seated the wedge-
shaped key 141 of wood or other suitable material and of the confirmation shown
in Figure 42. The dimensions of wedge 141 are such that it is adapted when
driven in place to remain firmly secured against displacement, though capable of
being readily removed by suitable means. The sides of the wedge flare outwardly
and furnish bearing surfaces for the ends of the packing band which ends are cut
to bevel toward the inner circumference of the band so that they may conform to
the oppositely inclined sides of the wedge. The top surface of wedge 141 is
concave as shown; that is, it is so formed as to conform to the circumference of
the journal but depressed below the inner circumference of the packing band 138.
The space thus provided between the top surface of the wedge and the circum-
ference of journal affords a vent which prevents the oil from being pumped out of
the axle box by the revolution of the journal within the box, and also allows the
heated air to escape from the box. The depression on top of the wedge serves
also as a channel to convey back to the reservoir the oil that drips from the
journal. The function of the packing band 138-located, as explained, at the rear
or inner end of the axle box in close proximity to the wall of the vehicle-is t
close up the entrance into the axle box at the rear and thus prevent dust and grit
from being drawn into the axle box and lodging upon the journal bearing. Instead
of the wedge 141, the axle box may be forined with a permanent abutment against
which the ends of the packing may rest.
Heretofore electric motors for car trucks have been generally supported by
pivoting one end of the motor on the truck axle and sustaining the free end or
nose of the motor on a spring-equipped hanger supported by the truck frame; or
in cases where the suspending appliances were connected to the sides of the motor
such appliances have been supported on the truck frame only in advance of the
motor and have not extended both in advance and at the rear thereof. Such
suspending means have not served to the best advantage to maintain the motor in
its proper relation to the truck frame aud exempt it from the injurious movements
of the car body and axles of the truck. By my invention as shown in
Figures 30-32 I relieve the axle upon which the motor is pivoted of the major
B

page_text: part of the weight of the motor and thus greatly diminish
axle.
Strun
The electric motor is indicated at 76 and at one end is pivoted in bearings on the
axle 49 in the usual manner, its opposite or free end extending toward the longi-
tudinal center of the truck. At the sides of the motor there are lugs 142 adapted
Lo co-operate with hangers 143 which are provided with holes into which the logs
enter as shown in Figure 31. The hangers 143 are connected at their inner ens
to the metallic cross benmis 144 which are in a plane below the axles of the truck
and have their central portions placed edgewise while near their ends they are
turned upward and so deflected as to extend omside of the wheels horizontally
beneath rubber bolsters 145 with the flat surfaces of the ends of snid cross beama
resting against the under sides of said bolsters. The requisite elasticity is given
to the inner ends of the hangers by the means whereby said cross beams 144 are
connected to the truck frame, the said rubber bolster 145 being an element of such
means and the other elements being the shoes 146, spiral spring 147, washers 145
and vertical bolts 149. The shoes 146 are a laptel to serve as seats for the spiral
springs 147 and the vertical bolts 149 surrounded by the coils of said springs
extend outward through the shoes 146 and between the members of the duplex
beams 43 (which support such shoes), and through the rubber balstors 145 plice
in contact with the under edges of said duplex beams. The springs 147 are
arranged between the shoes 146 aml the washers 148 on the upper ends of the
vertical bolts 1-49. Said bolts at their lower ends pass through the flat or
horizontal ends of the cross beams 144 and are there provided with heads while
at their upper ends nuts 150 are applied. It will be seen that by screwing the
nuts 150 up and down the elastic tension of springs 147 and of bolsters 145 under
which the cross beams 144 are suspended from the truck frame, may be regulate:
at will.
At the ends of the truck frame there are placed the transverse beams 151 which
are arranged edgewise throughout their central portion only, their ends being so
twisted as to have their flat surfaces on a plane at right angles to the flat surface
of the central portion, the said flat ends resting on top of the horizontal cud
beams 46.
The motor hangers 143, a pair for each motor, are supported at their outer ends
from the transverse beams 151, their inner ends being connecter, as explained, to
the transverse beams 144. The motor hangers are of a slightly depressed
configuration so as to pass beneath the axles of the truck and are connectel at
their outer ends to the transverse beans 151 by straps 152 which are secured 10
said beams 151 by bolts as shown, the ends of the motor hangers being attached to
the straps by the bolts 153. The inner ends of the motor hangers 143 are
connected to the transverse beams 144, which occupy a plane below the axles of
the truck, by means of the brackets 154, the said inner ends of the motor hangers
being secured to the brackets by bolts and the brackets to the beams 144 by rivets
as shown. The connection of the motor 76 with the motor hangers 143 is near
the inner ends of said motor hangers and such connection is made by the holes or
eyes in said hangers receiving the lugs 142 at the sides of the motor.
The bearings on the motor which engage with the axle of the truck are indicated
by 155, and this connection together with that of the lugs 142 on the sides of the
motor engaging with the motor hangers, constitute the means of attachment of the
motor to the track and to its suspending appliances. By this construction there is
provided an efficient means of suspending the motor on the truck, the pivotal
connection of the motor to the truck and of the motor to the suspending appliances
being all in the same direction, thus avoiding injurious strains on such connections
The suspension of the cross beams 144 under elastic tension as here shown and
described serves to protect the motor against sudden shocks to which the truck
frame may be subjected.
To prevent the motor from vibrating Interally on its bearings on the axles of the
truck, to which it is pivotally connected, is the purpose of the collars 156 presso

page_text: upon the axle as shown in Figure 33. Previous to my invention sectional collars
have been bolted on the motor axle, grooves being cut into the axle to facilitate
the securing of the collars into position; but such an arrangement has not proved
satisfactory in practice as the vibrations of the truck will cause such collars to
work loose and rattle.
The axle 49 shown in Figure 33 is of the usual construction adapting it to
support an electric motor. The motor collars 156 are of steel and are provided
with flanges 157 as shown. These collars are made as integral structures and are
secured rigidly to the axle, in the required positions, by hydraulic pressure so that
the connection between axle and collar is a permanent one. When the motor
bearings sleeved upon the axle abut against the gear mounted upon the axle but
one collar is required, at that end of the motor bearing most remote from said
gearing. But two collars are often necessary, as shown in the annexed drawings.
When the collars are pressed upon the axle they are carefully machined so as to
secure the proper distances between them for the motor bearings.
To provide for wear the rigid collars 156 are formed with the flanges shown
which are provided with bolt holes drilled through them, and to these flanges are
secured by bolts 158 the metallic washers 159. These washers are sectional being
made in two parts and are thus readily applied to or removed from the axle. The
motor bearings are in contact with these washers and when the latter become worn
they may be easily removed and cheaply replaced by new ones. To take up lost
motion, when the washers are partly worn only, there may be inserted between the
sectional washers 159 and the flanges 157 of the rigid motor collars a packing 160
of fibre, leather or paper. This packing will also be made in sections as indicated
in Figure 35 and cut to a form corresponding approximately to the flanges on the
rigid collars, and the metallic washers. By the described construction, the steel
motor collars 156 being by hydraulic pressure pressed rigidly onto the motor axle,
there is no possibility of their slipping and hence lateral vibration so detrimental to
the motor is wholly avoided; besides a stronger axle is secured than when the
collars are fitted to the axle in grooves cut in the latter.
Having now particularly described and ascertained the nature of my said inven-
tion, and in what manner the same is to be performed, I declare that what I
claim is:
1. In a car truck, the combination with the yoke of the truck, an extended end
beam, an under truss therefor, and a spiral spring mounted on said end beam, of an
elliptic spring likewise mounted on said end beam between said spiral spring and
the yoke and contiguous to the yoke.
2. In a car truck, the combination with the yoke of the truck, an extended end
beam and a duplex spiral spring mounted on said end beam, of an elliptic spring
made stiller tlinn said spiral springs and likewise mounted on said end beam,
between said duplex spiral spring and yoke and contiguous to the yoke.
3. In a car truck, the combination with the yoke of the truck, an extended end
beam and a series of spiral springs mounted on said end beam, of an elliptic spring
likewise mounted on said end beam between said yoke and spiral springs and
enntiguous of the yoke.
4. In a car truck, the combination with the side frames including the yokes, and
spiral springs mounted on said frames near their ends, of four elliptic springs made
stiffer than said spiral springs and mounted on the side frames between the yokes
and said spiral springs and contiguous to the yokes.
5. In a car truck, the combination with the side frames including yokes and
horizontal end beams and spiral springs mounted on said end beam, of an upper
chord or sill and four elliptic springs secured to the said end beams, between the
yoke and said spiral springs, and also firmly secured to said upper chord or sill.
6. In a car truck, the combination with the side frames including yokes, and
horizontal end beams and trusses under said end beams, of an upper frame or
chord, spiral springs between the end beams and the upper chord, and elliptic

page_text: springs secured to said end beams between the yokes and said spiral springs, and
also secured to the upper frame or chord.
7. In a car truck, the combination with the yoke of the truck, an axle-box and a
spiral spring loented between the top of the yoke and the axle box, of an
extended end beam, a spiral spring mounted on said end beam and an elliptic
spring made stiffer than said last mentioned spiral spring and likewise mounted on
said end beam between the yoke and spiral spring on the end beam and contiguous
to the yoke.
8. In a car truck, the combination with the yoke of the truck, an extended end
benn and an elliptic spring mounted on said end beam near the yoke, of a spiral
spring likewise mounted on said end beam in advance of the elliptic spring and a
spiral tension spring arranged on the road or spindle of said spiral spring beneath
the under surface of said extended end beam.
9. In a car truck, the combination with the yoke, an extended end beam, upper
chord, and an elliptic spring mounted on said end beam and connected to said
upper chord and arranged contiguons to the yoke, of a spiral spring on the
end beam in advance of the elliptic spring, a bolt connected to said upper
chord and extending throngh said spiral spring and beneath the end extension
beam, a spiral tension spring on the lower end of said bolt and a cushioning nut.
10. In a car truck, the combination with an extended end beni and an upper
longitudinal chord or sill, of a supporting truss connected to said upper chord or
sill and passing below said extended end bean at its outer end and extending
outwardly and upwardly beneath the car-hody.
11. In a car truck, the combination with the yoke of the truck, an extended end
beam and an elliptic spring mounted on said end beam contiguous to the yoke, of
a spiral spring likewise mounted on said end beam in advance of the elliptic
spring and having its rol or spindle extended below said end beam and provided
with a tension spring, and a supporting truss at the end of said end beam
connected to the sill or upper longitudinal chord of the truck frame, extending
downward beneath the said end beam and projecting outward and upward beneath
the car-body.
12. A cur truck frame having extended end beams and spring-supported sills or
upper longitudinal chords on which to mount a car body, and provided at its ends
with supporting trusses connected to said sill or upper longitudinal chord of the
truck frame at its outer ends and extending beneath the end beams of the truck,
and having a connection or bearing thereon and extending upwardly beneath the
car-body beyond the ends of the spring-supported sill.
13. In a car truck, the combination with the sill or upper longitudinal member
of the truck frame provided with a bracket, as 66, and a longitudinal benin, as 46,
of a spiral spring between said upper member and said beam, and a spindle con-
nected to said bracket and extending beneath said beam 46, said bracket, spring
and spindle being at the end of the truck frame, and a supporting truss extending
frem the lower end of said spindle and inclined upwardly beneath the car-body.
14. In a car truck, the combination with the extended end heam 46 and a
bracket, as 66, provided with a roller, as 62, of a supporting truss connected to
the sill or upper longitudinal member of the truck frame and operating through
said bracket in contact with said roller and extending outward and upward beneath
the car-body.
15. In a car truck, the combination with an extended end beam provided at its
outer end with a bracket carrying a roller, of a supporting truss connected to the
sill or upper longitudinal member of the truck frame, extending through said
bracket in contact with said roller and outward and upward beneath the car-hody
and provided with means for adjusting its length.
16. In a car truck, the combination with an extended end beam 46 provided at
its end with a bracket carrying a roller, a rod or spindle connected to the upper
longitudinal member of the truck frame and passing through said bracket in
contact with said roller, and a spiral spring surrounding said rod above the bracket,

page_text: of a supporting truss extending from the lower end of said rod or spindle outward
and upward beneath the car-body.
17. In a car truck, the combination with an extended end beam, a yoke, a
bracket, as 56, secured to said extended end beam and an under truss, as 47, riveted
or bolted at one end in contact with the bottom of the yoke and having its other
end socketed in the aforesaid bracket, of an elliptic spring mounted on said extended
end beam contiguous to the yoke, a spiral spring likewise mounted on said beam
in advance of the elliptic spring and having its spindle projecting through said
bracket beneath said end beam and provided with a spiral tension spring beneath
the end beam.
18. The combination with the duplex extended end beam 46, of bracket 59, bolted
between the members of said beam and provided with a collar at its top which
rests on the upper edges of said beam, and also provided with a depending
bracket projecting below the lower edges of said beam and having a roller, as 62,
and a supporting truss operating through said bracket and projecting upward
beneath the car-body.
19. In a car truck, the combination with the extended end beam, as 46, and the
under supporting trusses 47, of the bars 81 rigidly secured to said under supporting
trusses and connected to the end extension beams 46 by hangers, and the life guard
as 83 pivoted near the outer ends of the bars.
20. The bracket 59 herein described consisting of a casting provided with a
collar 60 at its top and with a depending part 61 at its bottom provided with a
roller, as 62.
21. In a car truck frame, the combination with a horizontal beam, as 46, forming
an extended spring base, of under truss beam 47, connected to said horizontal beam
and terminating at the side of the yoke nearest the end of the frame at which point
it is bolted in place, and springs located between said extended base and the
car-sill, and decreasing in stiffness toward the ends of such sill.
22. In a car truck frame, the combination of two side structures connected
laterally, each containing yokes supported on axle-boxes, such yokes inserted.
between and fastened to the members of duplex beans 43, and 46, and also made
to form shoes for the ends of beams 44 and truss beams 47.
23. In a car truck, the combination with the axles, axle-boxes, side supporting
frames having end extensions with springs mounted thereon and also including
yokes 45 supported on said axle-boxes, of detachable retaining pieces, as 45,.
secured to the yokes and entering sockets in the axle-boxes for supporting the
latter at their bottoms and confining them in position with reference to the side
supporting frames.
24. In a car truck, the combination with two frames, one supported upon the
running gear and the other movable and adapted to receive the car-body, or forming
the car-sill, and springs placed in pairs so as to bring one spring on each side of
the connection of the running gear, and additional springs placed near the ends
of the car-body or car-sill.
25. In a car truck, an integrally formed end portion of the side frame com-
prising a yoke structure circular in ground plan and consisting of a horizontal top
portion and downwardly extending hollow side portions, an attaching flange at one
side provided with a spring socket, and a truss extension at the other side, the
horizontal portion of which is duplex, combined with a removable casting at its end
and a spring held in said casting.
26. In a car truck, an end portion of the side frame comprising a yoke structure,.
an attaching flange at one side thereof provided with a seat or socket for a spring
with a vertical perforation for a bolt passing through said seat or socket, and a
two-part truss extension at the other side, each part provided with a socket for a
spring and each socket perforated vertically for a bolt, the whole formed
integrally.
27. In a car truck, an end portion of the side frame comprising a yoke structure,-
an attaching flange at one side thereof and a truss extension at the other side, the

page_text: horizontal member of which is provided in the under surface of its outer end with
n spring seat or socket, the whole formed integrally.
28. In a car truck, an end portion of the side frame comprising a yoke structure
having downwardly extending vertically perforated members, and side extensions
for supporting springs, in combination with removable hard metal bushings inserted
in the upper ends of said perforations, screws 99 and tie-bolts passing through said
bushings.
29. In a car truck, the combination with an end portion of the side frame com-
prising a yoke structure, the downwardly extending members whereof are
perforated and provided with removable hard metal bushings in their upper
ends, and screws 99 holding said bushings in place, of upper chord 48, lower
longitudinal beam 44", axle-box 51 and bolts passing through said perforations
and bushings of the yoke structure and connected to said upper chord and lower
beam.
30. The combination with an end portion of the side frame of a truck comprising
n yoke structure and a laterally extending end truss consisting of horizontal
member 46 and inclined member 47 provided respectively with perforated spring
sockets, of upper chord 48, lower licam 44, spiral spring as 92, counter-spring
as 94, and tie-bolt.
31. The combination with an end portion of the side frame of a truck comprising
a yoke strunture and a laterally extending end truss consisting of a horizontal
member and inelined member, and provided in the under surface of its outer end
with a spring socket, as 95, of upper chord 48, spiral spring, as 97, and its spring
socket riveted to the beam, counter-spring as 96, and tie-bolt.
32. In a brake mechanism for car trucks, the combination with movable brake
bars and their operating devices, of brake-bar supports or guides having vertical
members, whereby said supports or guides are secured to the truck frame, and
lateral members having longitudinal slots or openings to receive the ends of the
brake bars, and removable bearing-plates placed closely in the said supports
or guides beneath the ends of the brake-bars received in said horizontal slots
or openings.
33. In a brake mechanism for car trucks, the combination with movable brake-
bars and their operating devices, of brake-bar supports or guides having vertical
members, whereby said supports or guides are secured to the truck frame, and
lateral members having horizontal slots or openings to receive the ends of the
brake-bars, removable metallic bearing-plates in the said supports or guides
beneath the ends of the brake-bars received in said horizontal slots or openings,
and non-metallic plates or cushions beneath said metallic bearing-plates, to prevent
rattling of the latter.
34. In a brake mechanism for wheeled trucks, the combination with movable
brake-bars and their operating devices, of the brake-bar supports or guides having
vertical members whereby said supports or guides are attached to the truck frame,
and horizontal members having slots or openings to receive the ends of the brake-
bars, said horizontal members having, below said openings, grooves or slots, and
removable metallic bearing-plates in said supports below said openings, and having
at their ends projections fitting in said grooves or slots.
35. In a brake mechanism for car trucks, the combination with movable brake-
bars and their operating devices, of brake-bar supports or guides having vertical
members whereby said supports or guides are attached to the truck frame, and
horizontal members 103 having slots or openings to receive the ends of the brake-
bars, said members 103 having below said openings, grooves or slots, removable
metallic bearing plates in said supports below said openings and having at their
ends projections fitting in said grooves or slots, and non-metallic plates or cushions
placed below said metallic bearing-plates and serving to prevent the latter from
rattling.
30. The combination with an electric motor pivotally connected at one end to
the axle of the truck, of longitudinal motor hangers pivotally connected between

page_text: their ends to the sides of the motor and supported at each end from the frame of
the truck.
37. The combination with a car truck having longitudinal side beams, of
transverse beams, one connected to said side beams at the rear and the other
in advance of the axle of the truck, an electric motor pivotally connected at
one end to the truck axle, and longitudinal hangers extending between said
transverse beams and in engagement with the sides of the motor to support the
same.
38. The combination with a car truck having longitudinal side beams, of
transverse beams on both sides of the axle of the truck, an electric motor pivotally
connected at one end to the axle of the truck, longitudinal hangers having their
outer ends connected to one of said transverse beams and their inner ends connected
to the other of said transverse beams, and elastic connections between the last
named transverse beam and the truck frame, the said bangers pivotally connected
to the sides of the electric motor.
39. The combination with a car track having longitudinal side beams, of a
transverse end beam, a second transverse beam clastically supported from the
truck frame near the longitudinal center thereof, and depressed motor hangers
supported by the transverse beams and pivotally connected to the motor in a plane
beneath the car axle.
40. In a motor truck, the combination with the axle and an electric motor
provided with bearings which pivotally embrace said axle, of a metallic collar,
as 156, rigidly pressed on the axle and coacting with the bearing of the motor.
41. The combination with the truck axle and an electric motor provided with
bearings which pivotally embrace said axle, of a pair of steel collars rigidly
pressed on the axle between the wheels of the truck and co-operating with the
motor hangers.
42. The combination with the motor axle, provided with flanged motor collars
rigidly pressed thereon, of sectional metallic washers bolted to the flanges of said
motor collars.
43. The combination with the motor axle provided with flanged motor collars
rigidly pressed thereon, of sectional metallic washers bolted to the flanges of said
motor collars and packing of fibre, leather, or the like, inserted between the flanges
of the motor collars and said washers.
44. The combination with an axle-box provided at its rear entrance with a
circumferential recess or groove for a packing band and with a rib or elevation at
the bottom of the entrance at the rear of the axle-box, of a packing band fitted
within the aforesaid recess or groove with its ends resting upon the said rib or
elevation in the path of the groove.
45. The combination with an axle-box provided with a circumferential groove or
recess at its rear entrance, to receive a packing band, and with a rib or elevation
at the bottom of said entrance at the rear of the axle-box, the said rib or elevation
provided with a depressed or coucave top surface, of an axle-journal with which
said packing baud co-operates, the depressed or concave surface of the aforesaid
rib or elevation being separated from said axle-journal and thus providing au
opening between the latter and said rib or elevation.
46. The combination with an axle-box provided at its rear end with a circum-
ferential recess or groove intercepted at its bottom by a rib or elevation baving
beveled or inclined side walls, of an axle-journal and a packing baud fitted within
said reeess or groove of the axle-box and adapted to bear upon the axle-journal,
the ends of said packing band beveled to conform to the side walls of the aforesaid
rib or elevation and co-operating therewith.
47. In an adjustable life and wheel guard, the combination with an elastic
platform provided with rearwardly extended horizontal bars, as 120, having at
tbeir ends attachments for connecting said bars to a truck frame to permit of
vertical adjustment of the ends of said bars, of a transverse beam, as 127, provided
with brackets near its cads, vertical bolts playing through said brackets and

page_text: having their lower ends connected to transverse bar 122 of the frame of the elastic
platform, spiral springs surrounding enid bolts and means for exerting tension on
said springs.
48. The combination with the truss beams 47 of the truck, of an elastic
platform provided with horizontally extended rear bars, as 120, forked angular
attachments at the ends of said bars provided with holes whereby the same may be
adjustably connected to the said truss beams, brackets for receiving yielding and
adjustable supporting devices for the central part of the elastic platform, a
transverse bar, as 136, connected to said horizontal bars 120 of the elastic platform
at the rear of the yielding supports of said platform, and lever mechanism
connected to said transverse bar 136 and extending to the car platform.
49. The combination with the truck frame and the transverse beam 127
connected to the same and provided with T-shaped brackets, of
platform having rearwardly extending horizontal bars which are adjustably
connected at their ends to the truck frame, vertical bolts playing through the
horizontal members of said brackets with their lower ends connected by suitable
fittings to the elastic platform, spiral springs surrounding said bolts and means for
adjusting the tension of snid springs.
Dased tins ord day of sturen 1930.
For the Applicant,
W. LLOYD WISE,
46 Lincoln's Inn Fields, London, W.C., Chartered Patent Agent.