Improvements in Railway and Tramway Vehicles.
Year: 1886

page_text: Date of Application, 28th Dec., 1886.
Specification Accepted, 25th Feb., 1887.
COMPLETE SPECIFICATION.
Improvements in Railway and Tramway Vehicles.
I, WILLIAM SEBASTIAN GRAFF BAKER, a citizen of the United States, residing at
Baltimore City, in the State of Maryland, U.S.A., Mechanical Engineer, have
invented certain new and useful IMPROVEMENTS IN RAILWAY AND TRAMWAY VEHICLES,
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
In the accompanying drawings-
Fig. 1 is a side elevation showing my improved gear applied to a car.
Fig. 2 is a cross section on the line 2, 2, of Fig. 1; and
Fig. 3 is an end view.
My object is to produce a simple, light, strong gear, by which 1 provide for
freedom of motion for the car body laterally and longitudinally, and by which I get a
long spring range, as in post gears, without using any post or spring bolts.
Referring to the letters on the drawings, A indicates a malleable or cast steel
pedestal brace secured on the car sill X by vertical and horizontal bolts, as illustrated.
This brace is stayed longitudinally at its lower end by pipe stays C and D, the latter
of which turn up and are secured to the car sill in any usual way, not illustrated.
The stay C extends from the front to the rear brace A. E is a lateral stay extending
from the pipe stay C to the cross sill (not illustrated) of the car body, where it is
firmly bolted. The axle box Frests on the axle G and upon it hangs link H which
supports the spring carriage 1. The spring carriage is free to move longitudinally
only in brace A which acts as a guide for it, and here is the only place in the gear
where metal moving parts contact with each other.
The spring carriage being suspended by the link, and the box being fixed on the
axle against lateral movement, the car body, pedestal brace, and spring carriage can
play laterally by the swinging of the bottom of the link in the usual way.
As the spring carriage hangs free in the pedestal brace to move longitudinally
within the limits of the jaws of the brace, when the brakes are applied to the wheels
the box would be forced against the pedestal brace, unless prevented, which would
place an undue strain upon the fastenings of the brace to the car sill, as well as cause
rumbling noise. To prevent these things I provide a rod K which I place within
AL
In the accompanying drawings-
Fig. 1 is a side elevation showing my improved gear applied to a car.
Fig. 2 is a cross section on the line 2, 2, of Fig. 1; and
Fig. 3 is an end view.
My object is to produce a simple, light, strong gear, by which 1 provide for
freedom of motion for the car body laterally and longitudinally, and by which I get a
long spring range, as in post gears, without using any post or spring bolts.
Referring to the letters on the drawings, A indicates a malleable or cast steel
pedestal brace secured on the car sill X by vertical and horizontal bolts, as illustrated.
This brace is stayed longitudinally at its lower end by pipe stays C and D, the latter
of which turn up and are secured to the car sill in any usual way, not illustrated.
The stay C extends from the front to the rear brace A. E is a lateral stay extending
from the pipe stay C to the cross sill (not illustrated) of the car body, where it is
firmly bolted. The axle box F rests on the axle G and upon it hangs link H which
supports the spring carriage 1. The spring carriage is free to move longitudinally
only in brace A which acts as a guide for it, and here is the only place in the gear
where metal moving parts contact with each other.
The spring carriage being suspended by the link, and the box being fixed on the
axle against lateral movement, the car body, pedestal brace, and spring carriage can
play laterally by the swinging of the bottom of the link in the usual way.
As the spring carriage hangs free in the pedestal brace to move longitudinally
within the limits of the jaws of the brace, when the brakes are applied to the wheels
the box would be forced against the pedestal brace, unless prevented, which would
place an undue strain upon the fastenings of the brace to the car sill, as well as cause
a rumbling noise. To prevent these things I provide a rod K which I place within

page_text: the pipe brace C, and which passes through the pedestal brace opposite the spring
seat on each spring carriage and contacts with a metallic projection or toe L provided
on each spring carriage. This toe is made long enough to allow for the spring
range or the vertical movement of the spring carriage due to the compression or
extension of the springs under varying loads or jolting, so that the rod will always
contact with the foc. As soon as the brakes are off the boxes are free to play within
the jaws of the brace A, because the rod K. is free within pipe C and will follow the
box, or will rest between the carriages to resist the break pressure on each, which is
in opposite directions. By this device I can keep the box in the center line of the
pedestal when the brakes are on and relieve the pedestal brace of all strain, the
pressure being brought directly on rod K, which prevents the usual noise where the
boxes are forced in contact with the pedestal braces by the brakes. Instead of links
to suspend the carriages, I might use boxes with spring carriages cast on them.
I am aware that connections have been used between boxes and car gear for a
similar purpose; but they have been secured to the boxes by bolts or keys and are
liable to wear, drop off, and rattle.
The steel spiral springs M rest upon gum cushions N in spring seats Ò of the
spring carriage. Pindicates what I call an insulator beam having seats for gum
cushions on its lower side against which bear the upper ends of the coil springs.
The spring carriages I, have projecting pins 7%, extending up from center of
spring seats. The insulator beam P has corresponding pins Z' Z extending downward.
These pins Z&Z enter openings in gum cushions within the coiled springs and assist
in keeping them in place.
Rindicates gum cushions in seats S formed on the ends of brace A beneath the
car sill, which cushions rest on the top of the insulator beam. These parts are
held by securing bolts T passing through the sill, cushions, beam and brace A, as
shown.
This arrangement of the springs gives an easy motion and prevents noise, as all
parts are cushioned. As the insulator beam is free within the jaws of brace A,
and as the spiralsprings are also free of the jaws and without spring bolts passing
through them and connecting them with the sills, all noise in operation is prevented.
The insulator beam admits of a wide base for contact with the car body, which
conduces to security and to ease of motion.
U indicates a bolt which stays and strengthens the lower part of brace A by means
of thimble V and nuts W.
When it is desired to take out the box the pedestal brace A, stays C, D, and E
remain undisturbed. All that is required is that the boli U and the thimble V be
removed, when the box can be removed.
It will be seen that my improvements secure great lightness of structure,
considering the service required, with the minimum wear, and an effective
arrangement and organization of parts, and in practice they are almost entirely
noiseless.
Having now particularly described and ascertained the nature of my said invention
and in what manner the same is to be performed I declare that what I claim is :-
1. The combination of the brace A, the spring carriage, the insulator beam, and the
springs, substantially as set forth.
2. The combination of the axle boxes, the loose rod K, and the spring carriages,
substantially as set forth.