Improvements in or relating to Car or Carriage Trucks.
Year: 1888

page_text: Date of Application, 22nd May, 1888
Specification Accepted, 6th July, 1888
CUMILELE
DIEVITICATION.
Improvements in or relating to Car or Carriage Trucks.
A communication from WALTER YOUMANS, of Astoria, Queen's County, State of
Now York, United States of America, Car Builder.
I, ALFRED JULIUS BOULT of 323 High Holborn in the County of Middlesex M.I.M.E.
do hereby declare the nature of this 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 that class of car-trucks in which provision is made for
maintaining the axles in the position radial to the curves around which the truck
may be caused to pass. My said invention comprises certain novel combinations of
parts whereby the bearing of the car-body upon the truck is greatly increased in order
to insure much greater stability to the ponderous mass, while moving, than has hitherto
been attained with railway cars; also whereby the movements of the axles are readily,
controlled to bring them into the radial positions just herein before indicated; also
whereby the jarring of the car-body and the impact of the wheels upon the rails is
ameliorated in a very great degree and a steady motion given to the said body; also
whereby the elastic action between the trucks and the car-body is rendered much more
sensitive in proportion to their permanence and power of resistance than has been
obtainable by the use of springs arranged in any ordinary manner; also whereby
springs are applied in such manner as to give efficient support to the body of the car
without interfering with the strength and effective working of the trucks; also whereby
the rear portion, or section, of each truck is strongly and firmly connected with the
front portion, or section, thereof without interfering with the flexibility of the two
parts of the truck with reference to each other.
Fig. 1 is a side-view, or elevation, of an apparatus constructed according to my
said invention.
Fig. 2 is an end-view thereof.
Fig. 3 is a plan-view as the same appears when the car-body is removed from the
trucks.
Fig. 4 is a detail section showing one of the end springs of the car-axle as taken on
the line of Fig. 2.
Fig. 5 is a plan view substantially on the same scale as figs. 1, 2, etc. of the lower
portion of the truck, that is to say of the truck with its upper part removed.
Fig. 6 is an inverted plan view of the car-body constructed for use and connection
with other portions of my said invention.
Fig. 7 is a plan view corresponding to Fig. 3, showing a modification of the

page_text: construction, in which the reach is replaced by two cross-bars uniting the top-
frame.
Fig. 8 is a side elevation corresponding to Fig. 7.
Fig. 9 is a sectional detail view of the king-bolt-block and the bars of the top-frame
on which it slides, the section being taken on the line of Figs. 2 and 3.
Fig. 10 is a similar section on y-y of Figs. 1 and 9.
Referring first to Fig. 5, A, are axles corresponding to those of an ordinary truck
and each provided with the two wheels B. Care what I term base-frames the central
portions of which are situated above the axles and are parallel therewith; but the end
portions of which are expanded with large openings, a, through which the wheels, B,
extend upward, so that whatever be the size of the wheel, the frame C can always he
placed immediately above the axle. The outer end, d, of each of the base frames, C,
are provided with boxes, A¹, in which the ends of the axles, A, work in the usual
manner. Crossed, or intersecting bars D, have their ends attached to the base-frame, C,
near the ends thereof; and from the center of one of the said frames to the center of
the other frame extends a reach, E, the ends of which are pivoted to the said base-
frame, as shown at c. In figs. 7 and 8 the reach, E, connecting the base-frames, is
omitted and the top-frames, B¹, hereinafter to be described, are connected by crossed,
or intersecting bars, D2, situated in the same vertical plane as the lower bars, D.
It will be observed that the connection by means of the cross-bars, D, permits the
axles, A, to be turned at any desired angle to each other, while the reach, E, while
permitting such turning of the axles, affords a tensile connection between the two base-
frames, C, which affords much greater strength and endures less strain than would be
possible if reliance was had alone on the cross-bars, D, for connecting the two base-
frames during the drawing or forward motion of the truck.
Referring more particularly to Figs. 1, and 3. Upon the top of each of the
boxes, A¹, that is to say, above the adjacent axle, is a fixed and inverted leaf-spring, B',
in a position parallel with the length of the truck. The two springs, B', are connected
at their front ends and also at their rear ends by other leaf-springs, C, the connection
between the ends of the springs being by means of shackles, d, on other suitable
devices. The springs, B, C, constitute what I call platform-springs, which are virtually
supported upon the base-frames, C, below, each of the base-frames having a platform-
spring, B, C, as aforesaid.
Upon each of the platform-springs, and, of course, above the adjacent base-frame,
is placed a horizontal top-frame, D', which may be most conveniently secured by
means of bolts, or clips, u, to the central and upwardly projecting portions of the front
and back-springs, C₁, of the base-frames, C, below.
At the center of the forward top-frame, B', is a king-bolt, E¹, and concentric with
the said king-bolt is a fifth wheel, F. The king-bolt, E', is provided upon the block, G,
which is made in two halves, m, n, each of which is provided with end-flanges as shown
in Fig. 9, by which they are notched and bolted together and arranged to embrace, in
the opening between the said pieces, m, n, the bars, f, of the forward top-frame, D;
so that the block, G, and the frame, D', may be allowed a sliding movement with
relation to each other, said movement being transversely to the axle, which movement
is limited by cleats, o, secured to the said bars, f. The said block, G, works with its
upper surface in contact with the lower surface of another block, G₁, secured to the
under-side of the car-body between the timbers, w, the said piece, G, being provided
with a socket, E2, to receive the upper part of the king-bolt, as shown in Figs. 6, 9
and 10. Fixed upon the rearmost of the top-frames is a curved guide, or segment, H,
and to the underside of the car-body is secured, as hereinafter described, the curved
bar, K, fitted into the guide segment, H. The segment, H, is not concentric with the
king-bolt; but is curved from a center situated somewhere in front of the front-axle
and which is found in the manner described in my United States Patent of Nov. 12th,
1872 No. 133001.
When now the truck is passing upon a curve sufficiently sharp to
cause the rearinost top-frame, D', to slide so far from the center-line as to make the
truck bind between the segment, H, and the king-bolt, E', (if the latter were immovable)
this difference will be made up for and the objection overcome, by the aforesaid slight

page_text: sliding movement between the king-bolt-block and the bar, f. I is an annular plate which
is fixed to the underside of the body of the car, as represented in Fig. 6, and which may
be termed the upper half of the fifth wheel. In order to accommodate the placing of
the segment, H, and bar, K, in any desired plane between the top-frame, Di, and the
car-body, W, and to make space, between the bar, K, and the car-body, for placing
the brake-rods or for other purpose, the said bar, K, is secured to the car-body by
angular, or V-shaped brackets, 9, (as shown in Figs. 1 and 8) the said brackets having
at the point of the V, a lug, or flange, g, which is fastened to the upper surface of
the bar, K, and, at the upper ends of the V, flanges, g', fastened to the underside of
the car-body, W. When the car-body is put in its place the king-bolt, E¹, is fitted
into the aforesaid socket, E', of the block, G', at the center of the annular plate, I,
and the bar, K, rests upon the sector, H, being fitted more or less loosely between the
upwardly projecting flanges, 6, at the front and back of said sector.
When the car rounds a curve in the track, the axles and consequently the backward
and forward portions of the trucks adjust themselves automatically in positions radial
to the curve, and the car-body swings around the axis of the king-bolt, E', and is
permitted so to do by its movement laterally upon the sector, II, the arrangement of
the fifth wheel, sector, etc., giving a broad and steady bearing of the car-body upon its
support, which prevents undue jar and strain on the parts. Interposed between each
end of each of the top-plates, D', and the adjacent central upper side of the inverted
spring, B, is a spiral spring, L, which rests upon a cylindrical supporting block, h, the
upper end of which fits into a sleeve, i, which projects downward from the adjacent
end of the top-frame, D', the sleeve being thereby enabled to retain the spring, L, in
position. By using these springs, L., in connection with the platforms-springs to sustain
the top-frames, D above the base-frames, C, greater sensitiveness combined with power
of resisting weight is secured, than would be possible if reliance was had upon one or
the other of the springs alone.
It will be observed that each axle with its base-frames, C, top frames, D¹, and
attachment constitutes what may be termed a single truck; two single trucks being
used to constitute an entire truck as the term would be naturally understood, inasmuch
as the two single trucks, acting and operating together as such, are preferred to be
used as one of the ordinary trucks on the end of a car-body; but, if the car-body be
short, one single truck only may be used at each end, or when desired, more than two
of these single trucks may be joined to act in unison to constitute a compound truck,
to be used in lieu of the ordinary truck. This multiplication, however, of single trucks
to form a compound truck need not be here specifically described. It will also be
observed that, while allowing of the described oscillation of theiruck-axles, the car-body
itself acts as a substitute for the rigid separate frame which in the ordinary four wheel
trucks, hold the two axles always in a position parallel with each other. In order to
allow of making the base-frame. C, comparatively light and yet give it strength enough
to resist the twisting strain which will naturally be acting during the oscillation of the
axles at the points at which the bars, D, are pivoted to the said frames, I, connect
those opposite portions of the frames, C, inside of the wheels which lie transversely to
the axles, with strengthening bars, S, as shown in the drawing.
Having now particularly described and ascertained the nature of the said invention,
and in what manner the same is to be performed as communicated to me by my foreign
correspondent, I declare that what I claim is:
1st. The direct combination of a car-body with two independent single trucks, at each
end thereof; the car-body resting directly upon all the said trucks and being connected
with each of them at points above their axles, all substantially as and for the purpose
herein set forth.
2nd. The combination with a car-body and with two independent single trucks at
each end thereof, the car-body resting directly upon and connected with each of said
trucks, at points above their axles, of the crossed bars, D, pivoted, at their ends, to the
said trucks, all substantially as and for the purpose herein set forth.
3rd. The combination, with a car-body and with two independent single trucks at

page_text: each end thereof, the car-body resting directly upon, and connected with each of said
trucks at points above their axles, of the crossed bars, D, and the reach, E, the
said bars and reach being pivoted at their ends to the said trucks, substantially as
specified.
4th. The combination of the platform-springs, B, C, with a top-frame, D', base-
frame, C, axle-boxes, A¹, and axles, A, all substantially as and for the purpose herein
set forth.
5th. The combination, with a car-truck-axle, A, base-frame, C, and top-frame, D¹,
of the side springs, B', the cross-springs, C, connected by clips or bolts to the said
top-frame, and the shackles, d, connecting the ends of said springs, B¹, C", substantially
as shown and described.
6th. In combination, with the top-frame, D', side-springs, B', cross-springs, C³, and
axle, A, the springs, L, interposed, centrally, upon the side-springs, B₁, between the
latter and the superjacent end-portions of the top-frame, D', in position to support the
said end-portions upon the ends of the axle, A, substantially as and for the purpose set
forth.
7th. The combination with the car-body and with two independent single trucks at
each end thereof, of a fifth wheel arranged centrally above the axle of each of the
extreme forward and the extreme rearward trucks, the car-body resting upon the said
fifth wheels having a suitable bearing upon each of the other two single trucks,
substantially as and for the purpose herein set forth.
Sth. The combination of two single trucks, connected by cross-bars, D, each truck
consisting of a wheeled axle, a base-frame, C, platform-springs, B¹, C³, and a
top-frame, D, one of the said trucks having directly above its axle a fifth wheel, F,
and a king-bolt, E¹, and the other truck being provided with a segmental guide, H,
with a car-body resting directly upon the said trucks and having upon its under side
a slide-bar, K, fitting the said segment, H, and having also near its end, an annular
plate, I, and a socket, E, fitting the said fifth wheel, F, king-bolt, E', respectively,
substantially as shown and described.
9th. The combination with the car-body, W, and the top-frames, D, independent of
the car-body and the journal boxes, A', of the springs, L, the sleeves, i, enclosing the
said springs the spring-supports, h, fitting in the said sleeves, the boxes, A', and
top-frames, D the said springs, L, sleeves, i, and supports, h, being placed between
the journal-boxes and the end-portions of the top-frames, D', in position to support the
said end-portions upon the ends of the axle, all substantially as and for the purpose
herein set forth.
:
10th. The bar, S, in combination with the base-frame, C, having axle-boxes, A¹,
and the crossed connecting bars, D, substantially as and for the purpose set forth.
11th. The combination of the car-body, W, provided with the curved bar, K, and
with means for retaining the king-bolt, E,.in a fixed position, with the two single
trucks, the rearmost being provided with the guide-segment, H, eccentric with the
king-bolt, and the formost having a sliding block, G, pivoted upon the king-bolt and
reciprocally moveable transversely to the truck-axle, substantially as and for the
set forth.
purpose
12th. In a car connected by a segmental guide with the subjacent truck, the
combination with the body, W, and the curved bar, K, or its substantial equivalent, of
intermediate fastening-devices, g, affording a free space above the said bar between the
same and the car-body, for receiving the brake rods, substantially as and for the purpose
set forth.
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