Improvements in and relating to Axle-trucks and Underframing for Street Railway and Tramway Cars, and in Means for Supporting Electromotors on the same.
Year: 1890

page_text: Date of Application, 21st Mar., 1890-Accepted, 26th Apr., 1890
COMPLETE SPECIFICATION.
Improvements in and relating to Axle-trucks and Underframing for
Street Railway and Tramway Cars, and in Means for Supporting
Electromotors on the same.
I, EDGAR PECKHAM of 239 Broadway, 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 :-
My invention relates to trucks for street-railway cars, intended more particularly
for supporting electric motors, and to the gearing by which said motors are operatively
connected to the axles of the drive-wheels of the truck.
The objects of the invention are to produce a strong and economical truck of such
construction that oscillation of the car will be prevented, and to simplify the gear and
so arrange the same as to obtain better results than have been heretofore secured.
The invention is fully illustrated in the accompanying drawings which form part of
this specification. and in which Figure 1 is a perspective view of a truck-frame made
according to my invention. Figure 2 is a sido elevation of a motor-truck including
the frame of figure 1. Figure 3 is a sido elevation of a motor-truck showing the
truss of figure 1, but embodying posts instead of pedestals cooperating with the
journal-boxes. Figure 4 is a side view of the cross-bar for supporting the motor, and
the flexible joint for suspending the motor therefrom. Figure 5 is a side elevation of
a truck showing certain features of my invention. Figure 6 is an end elevation of
figure 5. Figure 7 is a vertical transverse section through the axle and coupling
of figure 5. Figure is a side view of the truck showing certain modifications.
Figure 9 is an end elevation of figure 8. Figure 10 is a side view of a modified
means of suspending the longitudinal beams from the axles. Figure 11 is a side
elevation of a truck showing another embodiment of my invention. Figure 12 is a
top plan view of figure 11. Figure 13 is an end view of figuro 11. Figures 14
and 15 are cross-sections on the lines and yy, respectively, of figure 11.
Figure 16 is a cross-section on line of figure 11. Figure 17 is a horizontal section
on line o of figure 11. Figure 18 is a top plan view of a truck provided with a
motor-gear embodying my improvements. Figure 19 is a side elevation of a portion
of one of the side bars of the truck of figuro 18. Figure 20 is a plan view of
a part of a truck-frame intended to support two motors, the same being a modifica-
tion of the frame shown in figure 18, and Figure 21 is a detail showing a modification
of the flexible joint shown in figure 19.
Referring to figures 1 to 4 of the drawings the truck-frame is illustrated as
embodying longitudinal sills 4', united by transverse end pieces 51. The parts 4'
and 5 may be made integral. The sills 4' are intended to sustain the weight of the
motors in proper relation to the axles and drive-wheels, instead of having the same
supported, as is usual, from the frame-work suspended from sills 4. The transverse
bars 6', which are bolted to the sills 4' serve primarily as such supporting means for
the motors, and also serve as braces to assist the sills 4, or the trusses, presently
described, to resist lateral thrust. In case it may be desirable to omit the sills 4' and
end pieces 5 and bolt the trusses directly to the car-body, transverse bars 6¹ will be
bolted to the upper longitudinal member of the truss-brace simply. The pedestals 7,
Fig. 2, may be of the usual form, and they cooperate with the journal-boxes in
the customary manner.
To give the required strength and rigidity to the structure without employing an
undue amount of metal is an important object of my invention, and to accomplish this
object I make use of the metal truss hereinbefore mentioned. This truss, marked 9-
one being employed at each side of the truck-frame-is of the form indicated in the

page_text: drawings, and comprises an upper longitudinal section d which rests against the under
surface of the sill ', as in Figs. 1 and 2, or against the body of the car (Fig. 3) and
two legs or branches e, which incline downwardly from member d and terminate in
angular ends g, furnishing feet for the truss. The angular ends y rest on the lower
longitudinal beam 8, which extends from the front to the rear journal-box or pedestal
and constitutes the lowermost element of said truss. The extremities of beam 8 may
be turned up as shown at in Fig. 1, in which case the angular ends g of lateral
members e of the truss will abut against said vertical extremities h, as seen in the
drawings. The ends g, as well as the ends of beam 8, are provided with holes to
receive the short bolts by which the said parts are held together, as shown. Bolted
to each corner of the frame, as seen in Figs. 1 and 2, is a depending iron b, whose
lower end is bent at an angle to the body of said iron and is provided with a bolt-hole.
The short iron c is secured at one end to the under surface of beam 8 by the same bolt
which holds the extremity of said beam and the end of branch e together, while the
opposite end of iron c is bolted to iron b, as seen in the drawings. By this construc-
tion the axle and wheels of the truck, Figs. 1 and 2, are quickly removed through
the bottom by unscrewing the nuts a, so as to take away the iron or it may ໃ
swung around on one of said nuts as a pivot. The truss 9, comprising members d e 8,
is supported in operative relation to the sills 4' or the car-body by means of bolts II,
which pass through sleeves abutting against d and 8, the said bolts being held in place
by nuts at top and bottom. The bolts 11 also give strength to the structure and
enable it to resist vertical pressure, as well as prevent lateral displacement of the
trusses 9 at the tops. The transverse connecting-bar 12, bolted to the respective
longitudinal beam 8, serves to prevent the lateral spreading of the beam 8.
In Fig. 3 the car-body is indicated by a, and 13 designates the axle-boxes. These
boxes are provided with brackets i, and the lowermost member of the truss 8 is
supported on said brackets and secured thereto by the bolts 14, encircled by the
coiled spring 15, as shown. The bolts 14 pass loosely through holes in the beam 8
and base of the car-body, so that the vertical motion of the car may compress the
springs 15 with the usual elastic effect. The brackets i on the outside of the boxes 13
are provided with similar bolts and springs operating in a like manner. The nuts k
at the bottom of the last-mentioned bolts, in addition to keeping the bolts in place, serve
to secure one end of the curved spring 16 to the lower surface of bracket while
the opposite end of said curved spring 16 is bolted to the car-body, as at 17. That
part of the truss marked de is secured to the lower longitudinal beam 8 of said
truss by bolts t, passing through the ends g of the legs e and bolts 11 connect the
beam S with the upper longitudinal member d of the truss, as in the organization shown
in Fig. 1 and operate in like manner. The nuts m at the top of the last mentioned
bolts 11 secure one end of the bent spring-bars 17 to the top of member d, while
the opposite ends of said spring-bars are bolted, as shown at 18, to the car-body.
By this construction not only is the requisite elastic motion of the car-body provided
for, but a substantial connection between truck-frame and car-body is secured at
that point. The running-gear of the truck is supported wholly by the described
truss arrangement. Comparatively little metal is used in this organization, and yet its
strength is very great. In Fig. 3 the transverse-braces 6' are bolted to member d of
the truss, as indicated.
The motor is supported from brace G at the top of the frame by the arrangement
shown in Fig. 4, which consists of a metal bar 19, having an eye at the top, by
which it is suspended from the staple 20, the latter being secured centrally to the
brace 6 by nuts 21, or equivalent means. The bar 19 has shoulders n at the top
and bottom, against which shoulders the encircling spiral springs 22 abut.
forward end of the motor is hung to this spring-equipped bar 19 in such manner as
to secure the required flexible connection between the motor and its support, so that
the motor readily adjusts itself to different positions when the car is in motion.
The
The form of truss herein shown and described enables me to furnish a truck-frame
embodying maximum strength with the employment of a minimum weight of metal.
By supporting the motor from the top of the frame I obtain an unobstructed bottom,

page_text: which enables me to place all of the apparatus, including the wheels and axles, in
position from the bottom, which is a great advantage when removing the apparatus for
repairs, &c.; and the supporting of the motor from the iop instead of at the bottom
of the motor-truck adapts the truck to some desirable types of motors, which to obtain
the best results should be thus supported, besides rendering it possible to obtain that
degree of flexibility between the motor and its support that is necessary to permit
the apparatus to readily adapt itself to the varied motions of the moving truck.
Referring to figures 5 to 10 of the drawings, A and A' represent, respectively, tho
upper and lower longitudinal beams of the truck. The upper beams A may be a
portion of the car-body. Said latter beams are supported upon axles a a by
saddles SS, mounted on journal-boxes bb, and they may be guided vertically between
the usual jaws of pedestals PP, secured to the upper beams A A. I prefer to form
the said saddles with arms ss projecting horizontally from the front and rear sides
thereof, and upon these arms I mount springs CC, which support the beams A A
over opposite sides of the axles. The lower beams A¹ A' are formed of two stout steel
bars placed edgewise vertically side by side with a space between them, and filling-
blocks interposed at suitable intervals and firmly united by bolts or rivets passing
Cross-
through the bar and filling-blocks in the usual and well-known manner.
beams B B and tie-rods D D fasten the two beams A' A' to each other. These beams,
as well as the upper beams A A. are extended so as to bring their end portions
under the end portions of the car-body, and the lower beams A' A', I support under
the axles a aby pivoted couplings ce hung on journal-boxes or saddles riding on the
axles, the pivots of the couplings being parallel with the axles, and thus allowing the
said beams a limited longitudinal play.
Fig. 5 shows the coupling of the form of a strap pivotally connected to the
beam A and suspended from a pin d, which is parallel with the axle and passes
through a hanger e, pivoted to the lower ends of the saddle at right angles to tho
axle, which hanger permits a lateral movement of the beam A'. Fig. 8 shows two
forms of the aforesaid couplings. At the right-hand portion of said figure tho
saddle S is provided with two eyes ff, and from pins inserted in said eyes are
The left-hand
suspended two straps hh, pivotally connected to the beam A¹.
portion of Fig. 8 shows the coupling c as consisting of a yoke i, hung from the top of
the journal-box 6 and terminating with two eyes jj, to which are connected straps / h.
Fig. 10 shows the coupling e of the form of a link 1, suspended from hanger e and
having its lower end coupled to the strap h, carrying the beam A
Between the end portions of the upper and lower beams A A', I interpose suitable
springs, which may be either of the spiral species, as shown at tt, or of the so-called
"semi-elliptic" form, as shown at t', in Figs. 8 and 9, which latter form of spring is
disposed crosswise of the truck and rests with its ends in suitable shoes u u, secured
to the top of the beams Al A', and upon the central portion of the spring is mounted
a truss n, which is extended across the underside of car-body and firmly secured
thereto.
The beams A' A', I preferably stiffen longitudinally by a suitable truss O, extending
the length thereof, as shown in Fig. 8.
Referring to figures 11 to 17 of the drawings, A A represent either the longitu-
dinal sills of the car-body or the longitudinal top stringers of the truck-frame.
RR denote the car-wheels, L the axles thereof, and ff the journal-boxes of said
axles.
BB represent the body-supporting side beams of the truck. Said beams are
formed with horizontal central and end portions and with saddles B' B' between the
aforesaid portions and integral with both, by which saddles the side beams ride on the
journal-boxes ff. The saddles rise from the main portions of the side beam with
vertical offsets B, which embrace the sides of the upper portions of the journal-
boxes and serve to confine said boxes a uniform distance apart. The end portions of
the side beams B extend under the end portions of the car-body, as shown in Fig. 11,
and on said end portions and central portions of the side beams are mounted the car-
supporting springs s s 3. S. I preferably employ two of such side beams on

page_text: each side of the truck, as shown in Figs. 14, 15, and 16 and place the two
beams a sufficient distance apart to allow the ends of the truss D to be inserted
between said beams and secured thereto by bolts hh, passing transversely through the
said parts. Said truss is underneath the side beams, and is connected to the vertical
offsets B B of the saddles, independently of the beams B B, by straps ii, rigidly
attached to and suspended from said offsets, and connected to the truss by bolts
passing through the lower ends of the straps and through the truss. Said straps closely
embrace the sides of the lower portions of the journal-boxes, and thus further sustain
the same in their positions. I prefer to employ for said attachment screw-threaded
bolts with nuts, so that by unscrewing the nuts and removing the bolts from their
attachments the truss is allowed to drop away from the truck, and then by either
resting the truck or supporting the truck stationary while lowering the wheels RR
into a pit the said wheels are readily removed from the truck when desired.
In order to relieve the springs ss from lateral strain incident to the draft on the
car-body when drawn by horses, or the inertia of the car-body of an electrically-
propelled car, rigidly attach to the end portions of the car-sills A A abutments CC,
which extend across the ends of the side beams B B, as illustrated in Fig. 11. Said
abutments prevent the side beams from moving longitudinally on the truck and cause
the car to be pushed by said beams when propelling-power is applied to the car.
guard against lateral swaying of the side beams B B, I attach to opposite sides of
the abutments check-pieces or vertical guides e e between which the ends of the side
beams are held.
car.
Το
On an electric-car-truck I attach to the central or main portions of the side
beams B B, preferably to the top thereof, a cross beam or beams F F. only one of
said latter beams is required in case only one electromotor is to be connected to the
Inasmuch as the form of the said motor is not a material part of my invention,
I have merely indicated its position by dotted lines in Fig. 12. It is merely the
means of supporting the motor at its heel I to which my invention pertains. The
object of my invention is to provide a support which shall effectually guard against
lateral movement of the said portion of the motor, and at the same time afford it
the requisite longitudinal and vertical play. For this purpose, I employ a yoke G,
which is elongated in a direction crosswise of the truck and formed with the central
opening G, and hung at each end to the under side of the cross beam F by two
shackles a a, which are formed with stout screw-threaded stud-pins and rigid
pendent perforated cars, and are secured to the beam F by the stud-pins passing
through the beam from the under side thereof, and provided on their upper protruding
ends with nuts nn, by which they are drawn tightly up against the beam, so as to
firmly hold them in place. Between the ears of each shackle is inserted the upper end
of a hanger, which is hinged thereto by a bolt passing through the ears and
hanger. The cars, standing in planes at right angles to the axle L, allow the hangers
to oscillate in such planes. The lower ends of the hangers pass through the
end portions of the yoke G, and are screw-threaded and provided with nuts n¹ on
the under side of the yoke to connect the latter to the hangers.
The heel of the motor is inserted in opening G¹ of the yoke, and a bolt c passes
vertically through the yoke and through an aperture in the heel 1 to sustain the
latter from lateral movement. In the opening G above and below the heel 1 are
placed the springs dd, which elastically support the heel 1 in a vertical direction,
while the oscillatory langers bb allow the motor a limited rearward play incident
to the vertical oscillation of its heel when starting the motor.
In mounting electromotors on their trucks, the armature-shaft is commonly sup
ported in the side frame of the truck, at one of its ends only, while its opposite
unsupported end is in gear with the countershaft, the opposite end of the latter being
in gear with the axle of the drive-wheels. By my construction, as shown in figure 18
wherein both ends of the armature-shaft are provided with bearings in the truck-
frame and said shaft is geared to the counter-shaft at each side of the suspended
motor. I secure a more stable construction and one less liable to derangement by the
vibrations of the motor and truck. Moreover, by gearing the counter-shaft to the

page_text: axle of the drive-wheels centrally, or midway between the side frame of the truck,
instead of connecting the counter-shaft to said axle at one end only, the regularity of
the movements of the parts is further insured.
My invention also contemplates jointing the side bars of the truk-frame, said joint
being arranged at any desirable point within the length of the bar, and being of such
construction as will secure sufficient flexibility to relieve the truck and its gearing of
unusual strain in rounding curves.
Referring to figures 18 to 21 of the drawings, 5 indicates the two longitudinal
rails of the truck-frame, each of which rails at some point of its length being pro-
vided with a joint 6, whereby the truck and its gear are relieved of strain in rounding
curves, the said joint 6 giving to the bars 5 a Hexibility that enables them to more
readily adapt themselves to the conditions of the roadway. The joint 6 may be made
as shown in Fig. 19 or as in Fig. 21. In the first mentioned view the ends of the
two sections of the bar 5 (marked a and b) are semi-circular or rounding where they
approach each other at the joint, and they are provided with the central longitudinal
openings shown, within which is fitted the solid metallic piece c, forming a link
between the sections a b, as seen in the drawings. The piece c is secured to the
sections aby means of bolts d held by nuts e, as shown. The exact location of
the joint-or, in other words, the relative lengths of the rail-sections a b-is not
material; but in a truck adapted for a single motor said joint will preferably be
arranged near the cross-beam 7, which supports the front end of the motor, as
illustrated in Fig. 18. One of the advantages of this joint is, that it relieves the
truck of the rigidity which it otherwise would have owing to its length. Where
the truck is intended to carry a pair of motors, the joint 6 will be placed in the center
of the length of the bars 5, or between the cross beams 7, as seen in Fig. 20. The
joint. 6 (shown in Fig. 21) comprises an opening in one of the bar-sections and a
tongue on the other bar-section a. The tongue g is not made quite as long as the
depth of the opening in which it operates, so that the joint may not bind in operation.
The tongue g is held in its opening by means of bolt h, as shown.
The axles 8 of the truck, to which the drive-wheels 9 are secured, revolve in
bearings 10, of the usual construction, mounted in proper position on the side
bars 5.
The motor is indicated by 11 and is supported at its front on the cross-beam 7 in
the usual way. The armature-shaft 12 and counter-shaft 13 are also supported in
bearings on the side bars 5 in the same manner as the axles 8 are supported,
both of these shafts, it will be seen, extending clean across the truck-frame and having
both of their ends directly supported by said side bars. At each side of the motor
the armature-shaft is provided with suitable gear-wheels 14, fixed to the shaft, and
meshing with gear-wheels 15, fixed relatively opposite on the counter-shaft 13. The
motion of the armature-shaft is thus transmitted to the counter-shaft in a very
effective manner. In the center of the counter-shaft 13, midway between the two
gear-wheels 15, there is fixed a gear wheel 16, of the proper size, which meshing with
the gear-wheel 17, secured to the axle 8, the said axle is thereby caused to revolve and
thus propel the truck.
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. A motor-truck provided with side supporting frames or trusses comprising
upper and lower longitudinal members and laterally-inclined members bolted to the
lower longitudinal members, in combination with transverse motor-supporting bars
bolted to the upper longitudinal members and bolts, as 11, connecting the upper and
lower longitudinal members together between the laterally-inclined members, sub-
stantially as set forth.
2. The combination, with the car-body, of side supporting-frames or trusses com-
prising upper and lower longitudinal members, laterally-inclined members, and bolts

page_text: connecting the upper and lower longitudinal members together, the lower longitudinal
members supported on the journal-boxes of the truck and the upper longitudinal
members connected with the car-bo ly, substantially as set forth.
3. In a motor-truck, a truss consisting of upper and lower longitudinal members,
laterally-inclined members holted to the lower longitudinal member, and upright bolts
connecting the said two longitudinal members, in combination with the depending
irons and horizontal connecting-irons c, bolted to and also to the ends of said
lower longitudinal member, substantially as set forth.
4. In a motor-truck, a pair of trusses each consisting of upper and lower longi-
tudinal members and laterally-inclined members bolted to the lower longitudinal
members, in combination with upright bolts connecting the said upper and lower
longitudinal members and a transverse rod or beam connecting the two lower
longitudinal members, substantially as set forth.
5. In a motor-truck, a truss consisting of upper and lower longitudinal members
and laterally inclined members, the latter bolted to said lower longitudinal member,
in combination with journal-boxes provided with brackets supporting the said lower
longitudinal member, upright boits connecting the upper and lower longitudinal
members, and curved springs secured at one end to the upper longitudinal member
of the truss, while their other ends are bolted to the car-body, substantially as set
forth.
6. A motor truck provided with side supporting frames or trusses comprising
upper and lower longitudinal members and laterally-inclined members bolted to the
lower longitudinal members, in combination with journal-boxes provided with brackets
upon which said truss-frames are supported, substantially as set forth.
7. In a motor-truck, journal-boxes provided with brackets and trusses supported on
said brackets and bolted to the base of the car, as described, in combination with the
curved springs, as 16, secured at one end to the brackets of the journal-boxes
and having their opposite ends bolted to the base of the car, substantially as set
forth.
8. The combination, with the frame of a motor-truck, provided with a fixed
transverse bar, of a metal rod suspended from said transverse bar and provided
with a pair of coiled springs cooperating with the top and bottom surfaces of the
forward end of the motor, through which said metal bar passes, substantially as set
forth.
9. The combination with the frame of a motor-truck provided with a fixed
transverse bar having a suspending-staple bolted through it, of a metal rod having
shoulders, as n, and also having an eye by which it is suspended from said staple,
and coiled springs, as 22, encircling said rod and adapted to cooperate with the
forward end of the motor, substantially as set forth.
10. A car-truck comprising saddles mounted on the axles, longitudinal beams
supported under the axles by pivoted couplings hung on said saddles, and springs
interposed between said beams and car-body, substantially as set forth and shown.
11. A car-truck comprising saddles mounted on the axles, longitudinal beams
supported under the axles by pivoted couplings hung on said saddles, and the ends of
the beams extending under the end portions of the car-body, and springs interposed
between the aforesaid beams and car-body at the central and end portions thereof,
substantially as described and shown.
12. A car-truck comprising longitudinal beams under the axles and supported
thereon, longitudinal beams above the axles and movable toward and from the lower
beams, pedestals on said movable upper beams embracing the journal-boxes, and
springs interposed between said beams, substantially as described and shown.
13. In combination with the car-axles, longitudinal beams above the axles and
supported elastically vertically upon the same, saddles hung on the axles, longitudinal
beams suspended from said saddles, and springs interposed between the said clastically-
supported beams and suspended beams, as set forth.
14. In combination with the car-axles, longitudinal beams above the axles and

page_text: supported elastically vertically upon the saine, saddles hung on the axles, longitudinal
beams suspended from said saddles by pivoted couplings, and springs interposed
between the said upper and lower beanis, as set forth.
15. In combination with the car-axles, longitudinal beams above the axles and
supported elastically vertically upon the same, saddles hung on the axles, hangers
pivoted to the saddles at right angles to the axles. longitudinal beams connected to
said hangers, and springs interposed between the said upper and lower longitudinal
beams, as set forth.
16. In combination with the car-axles, longitudinal beams above the axles and
supported elastically vertically upon the same. saddles hung on the axles, hangers
pivoted to the saddles at right angles to the axles, longitudinal beams connected to
the hangers by hinge-joints parallel with the axles, and springs interposed between
the said upper and lower longitudinal beams, substantially as described and shown.
17. In combination with the car-axles and saddles hung thereon, a truck-frame
having longitudinal beams above the axle and elastically supported thereon and
extending forward and rearward therefrom, saddles hung on the axles, hangers
pivoted to the saddles at right angles to the axles, longitudinal beams of the length
of the aforesaid upper beams suspended from the hangers by pivotal connections
axially parallel with the axles, and springs interposed between the aforesaid upper
and lower longitudinal beams at the end portions thereof, substantially as described
and shown.
18. The combination, with the longitudinal beam A¹, of a truss extending
lengthwise thereof and secured thereto to stiffen the same as set forth
19. In combination with the journal-boxes, car-body, and saddles riding on said
journal-boxes, longitudinal beams connecting said saddles, and longitudinal trusses
suspended from the saddles independently of the aforesaid beams and supporting the
latter, as set forth.
20. In combination with the journal-boxes and car-body, saddles riding on said
journal-boxes, longitudinal beams uniting the saddles at the sides of the journal-boxes
and extending under the end portions of the car-body, springs interposed between
the end portions of the longitudinal beams of the car-body, and trusses suspended
from the saddles independently of the longitudinal beams and supporting the end
portions of the latter, as set forth and shown.
21. In combination with the journal-boxes and car-body, saddles riding on the said
journal-boxes and formed with vertical offsetts embracing the upper portions of the
sides of the journal-boxes, longitudinal beams extending from said offsets, straps
suspended from said offsets and embracing the lower portions of the sides of the
journal-boxes, and longitudinal trusses connected to said straps and supporting
the end portions of the aforesaid longitudinal beams, substantially as described and
shown.
22. In combination with the journal-boxes and car-body, the side beams B B and
saddles B B formed in one piece and with the vertical offsets B" B", springs
mounted on the main portions of said side beams and supporting the car-body,
straps ii, rigidly attached to the offsets B B", and the truss D, connected to said
straps, substantially as described and shown.
23. In combination with the journal-boxes and car-body, the side beams B B and
saddles B B formed in one piece and with the vertical offsets B B", embracing
the sides of the journal-boxes, and the end portions of said beams extending under
the end portions of the car-body, springs mounted on the central portions of said
side beams and supporting the car-body thereat, and springs mounted on the end
portions of the side beams and supporting the ends of the car-body, substantially as
set forth.
24. In combination with the journal-boxes, car-body, and side beams supported on
the journal-boxes, and extending under the end portions of the body, abutments
secured to the car-body and extending across the ends of the aforesaid beams, substan-
tially as described and shown.

page_text: 25. In combination with the journal-boxes and car-body, side beams supported on
the journal-boxes and extending under the end portions of the body, springs inter-
posed between said beams and car-body at the central and end portions thereof, and
abutments secured to the car-body, and extending across the ends of the aforesaid side
beams, substantially as described and shown.
26. In combination with the body-supporting side beams supported on the journal-
boxes and extending under the ends of the body, trusses under the said side beams,
and detachably connected thereto to allow the axles and wheels to be removed down-
ward from the truck-frame, as set forth.
27. A truck-frame comprising body-supporting side beams B B, formed with
horizontal central and end portions, and with saddles B B between the said portions,
and rising from the same with vertical offsets, and embracing the top portions of the
journal-boxes, body-supporting springs mounted on the central and end portions of
the said beams, abutments CC, secured to the car-body and extending across the ends
of the side beams, and the trusses D D under the said beams, and connected thereto by
removable bolts, substantially as described and shown.
28. In an electric-car truck, a yoke elongated in a direction crosswise of the truck,
and suspended at each end from the truck-frame by hangers suspended rigidly,
laterally, and oscillatory in a direction lengthwise of the truck, and the motor supported
at its heel elastically in the center of said yoko, substantially as described and shown.
29. In combination with the side beams supported on the journal-boxes, the cross-
beam F, secured to said side beams, the shackles a a, each formed with two rigid
pendent perforated ears, the hangers inserted between the ears of the shackles
and hinged thereto, the yoke G, attached at opposite ends to said hangers and formed
with the central opening G, the heel I of the motor inserted in said opening, the
bolt passing vertically through the yoke and heel, and springs d d'interposed
between the motor and heel I, at the top and bottom of the latter, substantially as
described and shown.
30. In combination with the car-body, side beams B B, extending under the
ends of the car-body, and the motor supported at its heel by said side beams,
the abutments CC, secured to the car-body and extending across the ends of the
side beams, and the vertical guides e e, secured to the abutments at opposite sides of
the abutting ends of the side beams, substantially as described and shown.
31. An electric-motor truck comprising a frame composed of two sections, each
supported on one of the axles of the truck, and a flexible coupling connecting said
frame-sections together, in combination with the motor mounted on the frame and
supported at its front end on a transverse bar secured to one of said frame-sections,
substantially as set forth.
32. In an electric-motor truck a pair of side bars supported by the axles of the
drive-wheels, each of said bars consisting of two sections, the contiguous ends of
which are rounding as shown, and provided with longitudinal openings, and held in
operative relation to each other by metallic pieces, as c, bolted within said openings,
substantially as set forth.
33. In an electric-motor truck, a pair of flexibly-jointed side bars supported by the
axles of the drive-wheels, in combination with a motor and its gearing supported on
said side bars. and a cross-beam sustaining the front. of said motor, and likewise
supported on said side bars, substantially as set forth.
34. In a motor-gear, a pair of side bars supported by the axles of the drive-wheels,
in combination with a motor and its armature-shaft, the latter supported at both ends
in bearings on said side bars, a counter-shaft similarly supported and geared to the
armature-shaft at both sides of the motor, and gearing between the counter-shaft and
driven axle arranged midway between the gearing connecting armature and counter-
shafts, substantially as and for the purpose set forth.
35. In a motor-gear, a pair of flexibly-jointed side bars, axles carrying drive-wheels
and supported by said bars, and cross-beam likewise supported on the side bars, in
combination with a motor sustained at its front on said cross-beams, armature and

page_text: counter-shafts supported at both of their ends in bearings on the side bars, and
gearing for transmitting the motion of the armature-shaft to propel the axle of the
drive-wheels, substantially as set forth.
Dated this 10th day of March 1890
EDGAR PECKHAM.
Haseltine, Lake & Co.,
45, Southampton Buildings, London, Agents for the Applicant.