US1916469A - Eight wheel rail car - Google Patents

Description

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R FAGEOL ET AL.

EIGHT-WHEEL RAIL CAR Filed March 7, 1950 9 Sheets-Sweet l LQIGAG .Buy 4, 1933. F. R. FAGEOL ET AL EIGHT-WHEEL RAILI CAR 9 sheets-sheet 2 Filed March '7, 195o July 4, 1933.

F. R. FAGEOL ET Al.

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EIGHT-WHEEL RAIL CAR Filed March 7, 195o 9 sheets-sheet 8 xwvdub 5|.' llllllll l -u FAKT, iTI. 1 1 .wNh. T|v l IIIIIIIII llTlmllrll \NMJ kwh; @wb mmm han lllllllllll ,l 4 I l l I I I I I I. /f/ @Nb July 4, 1933- F. R. FAGEOL Er AL EIGHT-WHEEL RAIL CAR Filed March 7, 1930 9 Sheets-Sheet 9 Patented July 4, 19334 UNITED fsT'ATEs V:FRANK B. FAGEOL AND WILLIAM Bi FAGEOL', OF V.'Klidbll?, OHIO,A ASSIGNORS TO TWIN COACH COMPANY, OF KENT, OHIO, A CORPORATION F DELAWARE Application led March 7,

This invention relates to a rail car of the p type that includes a body supported at each end by a truck consisting, preferably, of four wheels. More particularly the invention re- 5 lates to rail cars of the type just stated .em-

bodying motors electrically driven from a power plant located at a remote point.

Cars of this type, now in general use, are of heavyv construction, and include substantial ly no means for resiliently interconnecting the various heavy 'parts that enter into the construction thereof. In view of these facts electrically driven rail cars now in conmon use are generally-extremely noisy in operation, in strong contrast to the modern buses with wh'ch such cars are now generally op'- erated in competition.

It has been found that rail cars of the type under consideration nee-d not partake of the heavy constructions now generally employed,

and that it is entirely feasible to construct a rail car having a degree'of resilience inthe connections between the various parts that serve to support the body thereof,andto very greatly reduce the weight of the car. The rel duction in weight results in more silent operation, even in the absence of the resilient connections between the supporting elements of the car body. However, 'such resilient nterconneetions serve to further vcushion the shocks and impact betweenthe parts entering into the car body construction, when the rail car moves over relatively uneven road beds.4 It has been found that it is feasible, by eect.

ing a substantial reduction in the'weight of the construction, by providing proper resilience between the 'axles and the tiuck frame,

and by cushioning' the connections between the parts of the vehicle to produce a rail car that operates with a silence comparable with that by which motor buses are beingfoperated at the present time.

The reduction of the weight of the rail car further resultsr in a lowered initial `cost of the construction, and lowers the cost of operation of the vehicle in its unloaded condition.

TheNV provision of a substantial degree of I resilience between the wheels and axles permitting yielding of said elements with respect to the frame and with rlespect to each other EIGHT WHEEL RAIL CAR 1930. serial No.l 434,048.

ing and braking connections used to propell and control the car so that disarragement thereof causing improper application of the brakes and losses of power due to whipping of the drive shafts, etc., does not result during the normal operationof the car while the parts thereofv are moving relative to each other. It has been found, that it is entirely feasible by properly designing the braking and driving'arrangements to permit a degree of flexibility between the supporting parts of the rail` lcar and the body heretofore not regarded as feasible in rail-car construction.,

The primary object of this invention is accordingly to overcome the objections just pointed out in present day constructions, and to provide a rail car o f relatively light weight, compared to the heavy constructions -now in general use, and embodying flexible andf-resilient interconnections between the running gear and the body of thecar, and'be! A furtherimportant object of the invenl tionris to providel a rail car embodying a truck in which the axles are spaced apart by leaf yspring assemblage, fas distinguished from rigid truck frame members, adding great weight to the truck construction and serving to restrict thefree movement of the axles with respect to each other andwith respect to the truck bolster.

vA further object of the invention is to provide arail car including a truck in which leaf spring assemblies are relied upon to space the axles apart cand 'to resiliently connect them to the frame members, and in which the 'wheels aswell as the connections between the springs and the axles areproyided with cushioning elements, minimizing, so far as 4possible, metal tofmetal contact at the pointsvof connection, providing a constructlon tha/t ido f `vide a rail car construction including a truck operatessilently over ven poorly aligned tracks, and that will possess superior riding .qualities in view of the labsorption of the vibration of the parts of the body in the resilient cushions. l

A further object of the invention is to prosprings that connect them to the bolster. In

yother words, the torque resisting connections are arranged to effectively resist the torque reactions by being relatively'rigid in planes necessary to effect this function, while atY the same time having degrees of iexiblity of all other directions so as to interfere with the p yieldingly resisted movements of the axles.

A still further object of the invention is to Yprovide a rail car including trucks having a high degree of flexibility and light Weight, \and embodying motors and drive shafts so disposed as to minimize losses of power due i to changes in the angularity of the drive shafts permitted by the flexibility of the construction.

A further obj ect. of the invention is to provide a rail car having a body supported by trucks having a high degree of flexibility,

in which the body is mounted on the truck,

for movement about substantially vertical axes in such manner as to provide a stable support for the body during its movement and at the same time cushion and yieldingly resist the tendency of the body to move with respect to the pivot 'about which the trucks are free to swing.A

A further object of the invention is to provide a rail lcar supported at each end by a truck that is secured to the body for pivotal movement about aesubstantially vertical axis, f

and in which `the axles of each truck are driven by nmotors that are suspended from the body and are provided with drive shafts interconnecting the motors'in the axles that are so arranged with respect to the pivotal mounting for the trucksl as to minimize the effect of the changes in angularity between the truck and the body under normal voperating conditions, and to provide such drive shafts'with flexible joints disposed to permit the movement of the body with respect to the truck without introducingsubstantial travel of the spline ordinarily included in flexible drive shafts. f

A still further object o f the invention is to provide a rail car including a truck consisting of a bolster and apair of axles spaced laterally froml thel bolster by s rings that constitute'y the solemeans for e ecting this vidually driving the axles are mounted on the bolster independently of the axles so that free movement of the axles with respect to the bolster is permitted. y

A still further object ofthe invention is to provide a rail car havin a truck consisting of holsters and axles heild in spaced relation by leaf spring assemblies in which axles are individually driven by motors that each are attachedfto the side of the bolster remote from that nearest to the driven axle, whereby longer drive shafts may be employed to couple each axle and its motor permitting substantial movement of the axle with respect to the' motor withoutcausin g the driveshaft to move through large angles when the `axles move with respect to the bolster, since the amplitude of angular movementy of the shaft is a function of the length of the shaft.

A still further object of the invention is to provide a. rail car, the body of which is substantially vertical, in which the wheels of the truck are provided with brakes, the application of which is substantially unaffected by virtue of the wheel movement per i mitted because of the fact that the construction is relatively flexible.

A still further object of the invention is to provide a rail car, supported by drive trucks that are pivotally connected to the body for movement about vertical axes in which emergency brakes are provided onthe motor shaft carried by the truck bolsters and in which the mechanism for. operating the brakes is so associated with the truck, that the trucks are free to swing as the car rounds turns without introducing disarrangement vof the braking mechanism and the introduction of` factors that may result in an improper application of the brakes caused by changes in position of the parts as the vehicle is rounding a curve.

Still further objects of the invent-ion will appear as a description 4thereof proceeds with reference to the accompanying drawings in which: l

Figure l is aside elevational view of an eight wheel rail car constructed in accordance withfa preferred embodiment of Jthe invention. n ,f

' Figure 2 is .a horizontal sectional view of the car body, disclosed in Figure l, particurelative disposition of the motors indicated in dotted lines. l

Figure 3 1s a transverse sectional vle'w 'of the car body, particularly disclosing the rela- Y.

tivelylight body base frame construction tol which the supporting and propelling mechanism, later described, is directly secured.A i

Figure 4 1s a fragmentary transverse sectional view of the car bbdy particularly disclosing the exit door step arrangement.

L Figure is a broken view, partly in top plan land partly in horizontal section, 'of one of 5 the novel four wheel truck constructions embodied in the present invention.

Figure 6 is a view, partially in side elevationA and partially'in longitudinal vertical section, of the construction disclosed in Figure 5. f y 1' Figure 7 is a broken and lforeshortened view, partly in elevation and partly in vertical longitudinal section, of one of the drive axles, associated wheels, and drive mechansm for the axle.

Figure 8 is a top plan view of one of the truck constructions, Itogether with the drivy ing motors therefor, which are supported by the ,bodyB base frame Iconstruction, a fragmentary portion of which is also indicated.

Figure 9 is aside elevational view partly in section of the 'construction illustrated in Figure 8. l

- Figures 10 and 11 are views respectively corresponding to Figures 8 and 9 disclosing a modified embodimentof-the invention.

Figure 12 is atop plan view partly 'broken away of a truck construction in accordance Awith further modified and at present preferrecl embodiment of my invention.

Figure 13 is a longitudinal section substantially on line 13,-13 in Figure 12, the

figure further including the central bolster' pivotal connection as well as'illustrating a portion of the car body with which the trucky ing 25 upon removal of housing portion 28. A

construction isdirectly associated.

Figure 14 is a view, partially in end eleivation and partially in transverse section, of the truckconstructicn illustrated in Figure 12. i i

y Figure 15 is a side elevational view of the truck construction eillustrated in Figure 12.

Q Figure 16 is a substantially longitudinal central sectional view of the bolster, par- 'f 45 ticularly disclosing the pivotal andoscillatfing connections between the bolsterandthe body and also the connections ofthe leaf spring assemblies with the opposite ends of the bolster. w i Figure 17 is a broken sideelevational view of one of the spring asseinblies disclosing the association therewith of one of air and fluid actuated servicebrake constructions.

Figure 18 is a transverse sectional view of fthe construction illustrated in Figure 17 with 4 certain parts shown` in elevation.

-Referring" to the drawings by reference characters in vwhich like characters designate like parts, B (Fig. lfdesignates the car body which as hereinafter described i-skbuilt up of relatively light 'structural elements provi ing alight weight construction. The body is' supported by a pair of. truck assembliesT (Fig. 5) which as will hereinafter appear are secured directlyto the/'body construction.

-as well as with a tube.'YA bracing web 22.

las illustrated in detail in/Figures 5 to 9, comprisesa main cross supporting bolster 14,

which is of rigid construction and preferably of hollow formation, as more particularly indicated in Figures 5 and 6.v The bolstenli isprovided on each side thereof with a pair of lugs 15, which, as indicated in Figure 8, aire .arranged slightly offset longitudinally ofthe bolster in closely spaced relation to the transverse/center of the bolster. Pivotally securedto lugs 15 at the inner ends thereof are corresponding pairs of linksl, which, at the outer ends thereof, are provided with apertured .bosses 17, between each pair of which is pivotally secured, adjacent an end thereof, as indicated at18, a torque tube 19. Each torque tube 19 at the opposite end thereof is provided with an apertured ange 21,

Flange 21 is detachably secured, as by means of bolts 23,`to a gear housing 25.

Each gear housing '25, as 1s more clearly shown in Figure 7, comprises a main-portion y 26 embodying an integral hub p0rt`on 27 and 90 a removable end portion 28, detachably secured to portion 26 by bolts 29, and embodying an integral hub portion 31 corresponding to hub'portion 27. Supported' within each hub portion 27 and -31 is a roller bearing as- 9.5 semblly 32, in which. is rotatably journaled intermediate its ends a solid drive axle 33, to which is keyed for rotation therewith, as `ilidicatcd at 34, within housing 25, a worm gear 35; Said'gear maybe inserted within housi 1.00

Detachablysecured to each hub portion'27 and 31, by means of 'stud bolts 36 is a'cap 37,

provided with a central opening 38 through thereof, 7are rotatably journaled in cdouble roller bearing assemblies 41 removabl `dis-- pOSed withinj bearing housings 42. ,l ach housing 42 is provided lwith end caps 43, re- 116 movably secured in position by bolts 44', each cap being provided` withan axle receiving opening l45, in which is removably disposed an oil'seal ring 46. y

The two pairs of axle bearing housings 42 120 are yieldably7 connected with bolster'14 by means ofa pair of relatively long leaf spring assemblies 47, which spring assemblies are connected with bolster 14 midway of their endswhereby the axles 33 .are disposed'at 125 'equal distances from bolster 14. In other words, bolster 14 is disposed centrally of axles 33 and in parallel relation therew'th, and the l" springs are used to spacethe axles from the bolster and.' to secure them thereto avoiding 130h the use of heavy longitudinal truck frame members heretofore used.

The connection between bolster 14 and springs 47 comprises flanges 48 on the opposite ends of bolster 14, which define spring seats for engagement" by the shortest leaves -of the spring. The springs are rigidly bound to the seats by means of bolts 49 extended through openings in flanges 48, as well as through vert'cally alined openings in spring supportingsaddles 51 which saddles are provided with extensions 52 for interlocking position in slots 53 of vertical extensions 54 of flanges 48.

The opposite ends tachably secured in of springs 47 are deunderslung relation to the bearing boxes or housingsr42 through rubber insulated 4cushioning connections. Such connections comprise spring end conining cages 56, which are removably secured to flanges 57 on housings 42 by means of vertically disposed bolts 58.

Each cagel 56 comprises a pair of hollowcastings 59 and 61 in abutting engagement and provided with 'end slots 62 in the end wallsA for .passage of the ends of the springs. The castings 59 and 61 j o'ntly provide an interior space of appreciable depth as indicated at 63 in Figure 9. Disposed within such space are two longitudinally spaced pairs of yvertically alined rubber blocks 65, between which the ends ofsprings 47 extend, and are tightly clamped by bolts 58. The spring leaves are disposed intermediate the pair of blocks 65 in each cage andare interconnected by means of a member 66, provided with an outer 'cylindrical bearing surface 67 i-n rocking engagement with corresponding convex bearing surface in a central block spacing web 68 emy41) bodied in casting 59. The lower end of member 66 is provided with a convex surface and rockably engages a rubber str'p 69,which may be separate or integral'with vthe lower block 65 and is supported by a central raised portion 71 of lower casting 61. A rubber cushioned rail engaging wheel 73 is secured to each end of each axle 33 preferably in close proximity to bearing housing 42, the wheels being preferably force fitted to the ends of the axle as well as keyed thereto, as indicated at 74 in Figure 7. P j Each wheel 73 is preferably a casting com'- prising a hub portion 75, a felly portion 76 concentric with hub portion 75 and integrally united therewith by a conical disk portion 77, the wheel being reinforced by radial webs 78 integra-l with portions 75, 76 and 77 on the inner side of the wheels. In assembled position the inner end of hub portion 75 engages one end of .a spacing sleeve 79 whose opposite end engages the outer roller bearing assembly 41. The outer end, of hub portion 75 is engaged av washer 81 in turn engaged by a nut 82 -threadedly engaged c5 with the end of axle 33, whereby hub portion is drawn into tight engagement with the i end of axle 33. w

Suitably secured, as by force fit, to felly portion 76 is an inner rim 83 between which and a normally concentric outer rim 84 is molded a rubber cushion ring or block 85 of substantial thickness. Suitably secured to the' outer rim 84, as by force fit, is a metallic flanged rail engaging tread member 86. By molding the ring or block 85 between rims 83 and 84 a substantially integral structure is provided.

The rail car forming the subject matter of the present invention is, as hereinafter described, electrically driven and consequently the inner and outerv rims 83 and 84 are connected by suitable bonds such as disclosed in the copnding application of W. B. Fageol Serial Number 339,720 `filed Feb. 13, 1929. Said application also discloses a cushioned rail wheel, which, if desired, may be substituted for the construction hereinl disclosed.

It will be seen from the foregoing disclosure thata four wheel truck construction is provided which isy comparatively simple, as

wellfas highly cushioned and flexible as each' drive axle 33 is journaled intermediate its ends in a gear housing having a pivotal connection with bolster 14 through tube 19. T he axles are further journaled adjacent their ends in bearing housings 42 which are connected with bolster 14 by means of spring assemblies 47 which yieldably resist vertical swinging movement. of the gear housings. y

It will also be seen that the springs, securedadjacent their ends to the'` bearing housings 42 are, due to the rubber blocks 65, permitted yielding movement relative to the housings and by the provision of the'spring leaf connecting members 66 the springs are permitted rocking movement intermediate the pairs of rubber blocks 65. Furthermore by providing the rubber pads 69 the springs have a complete rubber cushioned connection with the bearing housings 42.

It will be observed further that the truck just described is of light weight comparedV Ito car trucks in common use in view of the fact .that it does not include rigid heavy longitudinal side frame members, since the springs 4'7 'take the place ,of said members. The reduction in Weight, the resilience of the springs that take the place of the side frame members, the cushioned connections betweenl the springs andlaxles, and the resilient cushions between the rims and hubs of the wheels all contribute to Vpresent a truck that is of ahigh degree of flexibility, and at the same The bolster A14 of each truck assembly T is provided with a side sway ocillator 88 `(Fig. 6), movably disposedwithin the hollow bolster 14, which oscillator is supported in bolster 14 by rocking members 91 of the ,character disclosed in said copending application,.7whereby oscillator 8'8 is permitted llimitediside sway movement. The oscillator 88 is pivotally connected centrally thereof as well as centrally of bolster 14 and between adjacent torque tubes 19 to a substantial body supporting member 92 by a bolt or pm 93, as indicated in Figure 6.

Each body supporting member 92 1s 1n the form of a casting and is provided with parallel -vertical flanges 95 which with a flat outer base portion 96 thereof defines seats 97 on which aresupported channel truss members 98 of parallel and base portions4 96.

. bars 102 as indicated in Fig. .9. Disposed in It will accordingly be seen thatthe truck assemblies T are connected with the-body B for free movement thereof relative to the l'body for traversingcnrved sections of track v also forming a part of the body construction.

' The motors 101 have a rubber cushioned connection with bars 102 whereby jars land vibrations are substantially absorbed.' -The connections compriselugs 103 integral lwith the motors 101. D' posed' on lugs 103 are rubber cushion blo1S brackets 105 are disposed the 4baseA flanges of the channel of each bracket105 is a rubber cushion block l106 on the outer face of which is disposed a plate or washer 107. The cushion blocks 104 and 106 as well as the brackets :105 are secure'd yto lugs 103 by bglts 108 extending vertically downward through washers 107, blocksy 106, brackets 105, blocks 104 land lugs 103.- The connection Adisclosed provides a substantially yieldable connection between motors 101 -andbars .102 and the vertical extensions of brackets 105 position mo'- tors 101 against ,longitudinal displacement. 'Asis indicated in Figures 8 and 9, each :motor 101v maybe disposed in substantial spaced relation to each end of each truck 'as- 'sembly Tv with the axis of the motor armature shafts and the torque tube 19 of the respecf tively opposite axles 33 normally in vertical planes disposed 'relative 'close' to the truntransversely disposed chan-k l nel members 99 which enter'i'nto the body` construction hereinafter described, the members 98 beinO' rigidly secured to flanges 95 s 104 between which and the bases of angular outwardly chavnnelled lnion or pivot 93 for purposes hereinafter described. t

Each axle 33 is driven by a axle being driven by a through drive shaft 115 embodying a section 116 rotatably jour.I

naled in the respective torque tube 19, and a. section 117.-

The inner end of 116 has a removable driving connection with which shaft is rotatably journaled adjacent its front and rear ends in roller bearing assemblies 119 and 120 in housing 25, and is provided with a worm 121 for meshing engagement with thel corresponding worm gear 35. lousing 25 is provided with a removable cap naled adjacent the outer endthereof in a Ithe drive shaft section t -motor 101 disposed on the opposite side of bolster 14, .the

" the'front end of a worm shaft 118 (Fig. 5)' l The shaft section 116. is rotatably jouri 5 bearing cap 123 removablysecured tothe forward end of torque tube 19. The adjacent ends of drive Shaft sections 116 and -117 are operatively Iconnected through universal joints 125 which universal joints arey disposed within the hollow pivotally mounted body supporting member 92 close toand onopposite side of pivot pin 93, as indicated in Fig. y8. It ywill be seen from this construction that joints 125 are disposed substantially in the transverse plane of' pivot pin 93. Shaft sec--y tion 117 is connected with the motor arma- 'asv' ture shaft through a universal joint 126 and 1 maybe provided adjacent the ljoint with a splined telescoping joint 127.

Thus it will be seen thatv the drivev axles 33 of each truck assemblyT'are driven .by individual electric motors which are supported 'by body B clear of the truck assembly, and that the Abody chann l members 99 and 102 to which the truck assemblies and motors are secured are arranged such that the axles 33 are entirely free to rise and fall in response to road irregularities] encountered Jby the wheels supporting same.

It will be noted from Figure 9 that motors 101 are normally disposed a substantial distance .above the axles 33, but by the construction disclosed in which the further axle is driven by each motor by the through drive shaft 115, the drive shafts are normally disposed at small angularities, and, although the torque tubes 19 as well as shaft sections 116, are normally disposed at a slight angle to the shaft sections 117 the through drive is Areadily (accomplished by the provision of the universal joints'125. t

Furthermore, by the provision of the universal joints r125. and .1,26 land telescoping joints 127 the truck` assemblies T are free for pivotal movement relative to body B.

Vwithout substantially adversely affecting the eiciency Vof the drivin connection. And in view of the fact that t e universal joint 125 1s disposed close to `the vertical trunnion of the truck the swinging of the truck about said trunnion will merely have the effect of flexing the shaft at said joint, and'such Hexure as well as the spline travel will be of slight degree since the amplitude of movement is a function of the distance of the shaft from'the truck trunnion.

Each of the motors 101 is provided with an armature shaft brake 131, which comprises two pairs of brake shoes 132 for frictional engagement with opposite -faces of a disk 133 carried by an armature shaft eXtension 134. The brake shoes 132 of each pair are pivotally supported on cranks 135 which cranks are journaled'in bracket extensions 136 of motor 101. Keyed or otherwise fixed to each crank 135 is a lever 137 with the levers of each pair thereof having their free ends yieldingly maintained by a spring 138 `for the trucks in engagement with the opposite ends of a pneumatic expansion member 139 with the expansion members of each pair interconnected as indicated at 141 which interconnections are in communication with a controllable pneumatic pressure source. The brake shoes 132 are normally urged out of engagement with disk 133 by means of springs 142.

By the simple provision of brakes associated with th-e driving motors as disclosed, a relatively large frictional contact area is provided in' that the shoes 132 are of an arcuate extent substantially equal to one fourth of the circumference of disk 133 and due to the high speed of disk 133 moisture collected thereby is thrown off by centrifugal force thus providing'for a unlformeflicient braking action. c

The body B includes the transverse channel bars 99 and 102 (Fig. 8) which enter into the body base frame construction, there bemg a pair of the relatively closely spaced channel bars 99 substantially midway of each end of bodyB. Each pair of bars 99 is arranged over one of the truck assemblies T and plvotally connected thereto as hereinbe" fore described. A pair of the relatively lighter channel bars 102 is 'disposed to sup` port each motor 101, as above described, thus providing effective body floor supports, with the further function of serving as connections and electric motors. ATo this end the outer surfaces of all the channel bars are in a common horizontal plane, as indicated in Figure 9.

The body B, as indicated in detail in Figures 3 and 4, further comprises a plurality of vertically disposed T-iron body posts 142, which are secured by an angle iron 143 which angle iron has the horizontal flange thereof seated in recesses in the opposite ends of bars 99 and 102 for providing a level unobstructed floor support. The angle iron 143 is preferably continuous and formed to define the horizontal'contour of the body.

The T-iron posts 142 project substantially below the angle iron 143, land are rigidly united at their inner ends to a body circumscribing angle bar 144. The channel bars 99 as hereinbefore referred to may be trussed and diagonally braced by the angular channels 98, as indicated in Figure 3, and to which the body supporting members 92 of trucks T are secured. The bars 98 as lindicated in Figure 3 comprise central horizontal portions 98 to which said members 92 are secured and further comprise opposite and downwardly inclined portions 98, the terminals of which are secured to the linner ends of adjacent T-iron posts 142, as indicated at 145. The opposite ends of channel bars 99 and 102 are also rigidly secured at their ends to .adjacent posts 142, as indicated at 146, in Figure 3.

The T-iron posts 142 are curved at their outer ends as indicated at 147 for providing an arched roof formation, their ends to the margin of center section 148. f

The posts 142 are so spaced longitudinally of the body as to provide spaces for windows 149 and the posts below the window line are completely paneled preferably with onefourth inch ply metal 151, the panel effect being provided by vertically disposed strips 152 secured outwardly of posts 142.

Above the windows 149 the curved pora ply metal roof tions 147 of posts 142 are covered with plate steel 154 and lined inside with aluminum 155 the steel and aluminum coverings 154 and 155 being secured to longitudinally disposed and are joined at v l strips 156, with the'inner edges of covering l 155 secured to bars 157.

This construction provides an all metal roof structure so constructed that it forms one continuous dished piece of great strength, whereby the roof acts as a strengthening member, longitudinally and crosswise, thus very materially assisting in carrying the end overhang of the car and permitting of lighter construction below the floor line.

The body sides 151 as well as the ends are provided with a continuous bumper rail 158,l

which is riveted to the body opposite the angle bar 143 and immediately below rail 158 removable doors 159, as indicated in Figure 1, are providedopposite each end of each ,truck T fo? facilitating access thereto.

j The body construction is composed of relatively light structural members covered with metallic or similar sheet material that are continuousas far as possible, as just` described, providinga rigid box-like structure in which the roof and'side walls serve as a truss for the base frame, enabling relatively tight members tov be employed'in the construction of said frame. Y

The body is provided with an entrance door 161, located at the right hand side and closely adjacent the front of the body and an stantially midway of the length of the body as isgclearly indica-ted in Figures 1 and 2. Each of-the doors 161 and 162 is of the two leaf fold-in type and is air operated with a door engine' of ample capacity mounted above the door in housing 163 as indicated' in Figure 4, which housings are provided with hinged covers providing ready access, thereto.

A flooring 165, preferably -comprising flexolith anchored to a sheet aluminum base is supported on bars 99 and 102, and is interrupted adjacent doors 161 and 162 for providing recesses in which are disposed suitable door steps 166 for both doors, the step 166 for the entrance door 161 being preferably located at a suitable stepping distance below the Hoor 165 while the step 166 forthe exit door 162 is ,preferably disposed a suitable stepping distance below an angular gangway 167 in which may be disposed door actuating treadles 168 of any type.

A plurality of stanchions 169, arranged within door.161, are' interconnected by a curved guardrail '171 for controlling passenger movement. Inwardly of the exit door a plurality of stanchions 172 are provided which as indicated lin Figure 2 provide a pair of passageways. Each door may be 'operated by a treadle 168.

The body interiorly thereof, as indicated in Figure 2, may be provided with a seating arrangement for the accommodation' of a maximum number of passengers, while maintaining suiiicient floor space' for the movement of passengers upon loading. and unloading, the sating arrangement preferably comprising an operators seat 173 lorated adjacent the front of the body, such that the operator may readily observe the entering i passengers, while still in convenient reach of the various control mechanism. The seating'arrangement further comprisesy a relatively long ing seat 1 4 at the right hand side extending from door 161 to door 162, a longitudinally disposed side facing seat 175 at the left side of the body near the front thereof, a multiplicity of trali'sversely disposed forwardly facing two passenger seats 176 extending from seat 175 to adjacent the rear end of the body, seats 177 similar to seats v176 on the right hand side of the body rearwardly of.

door 169], a side seat 178 similar to' seat 174v immediately tothe rear of door 162,'and a built in seat 1-7 9 completely around the rear endofthebody.' f' v This arrangement .provides -ample aisle space between the doors 161 andv162 and immediately adjacent thereto so as to avoid, so far aspossible, congestion between the seats preventing themovement of passengers'to the rear of the car.

Y The seats are preferably ment but preventing drafts'in any one locaabove referred to.

longitudinally disposed side facof the semi-bucket lcar type, and the arrangement as disclosed .i

is capable of seating 52 passengers, though a relatively wide aisle is provided as just' stated, providing ample standing room, if needed.

A plurality of electric heaters 181 and 182 may be suitably arranged under the seats, as indicated in Figure 3,A for edective heating-N of the car body. Supported on the car roof, as indicated in Figures 1 and 3, are ka plurality of Ventilating casings 183, within eachl of which is a motor driven fan 184, which forces air into and diffuses it throughout the car body, thus providing rapid air movetion. By the provision of such Ventilating means during cold weather, or when the windows are closed, the car body-Will be maintained `under slight pressure so that when the doors are opened warm air will rush out accordingly preventing the entrance of cold air. By this arrangement the cool air enters and suitable lights 188 are provided for flrnishing sufficient illumination. Electric energy is conveyed through a collector assembly 191' supportedL on the car roof through rubber insulations, whichassembly is preferably ofthe construction,V disclosed in the copending lapplication The body is further provided with the usual eXternaLaccessories such as. bumpers 192, visors 193, and drip ledges 194 whichare provided above the windows, `doors and Visors thus givin drip protection around the en-l tire edge o? the roof. v

As will be seen upon inspection of Fig'. `9,

`at the top land circulates naturally toward 'l to motors 101 190 the bolster 14is provided at each end thereof 5 'above the spring seat 48 with a body rocking which is directly secured for pivotal movement relative thereto, a pair offour-whe'el vlimiting support 196 adapted for engagementnul'l truck assemblies each of which comprises a l i center supporting bolster, a solid .drive aile rotatably journalled in apair '.of 'bearing housings at equal distances from each opposite side of said bolster, which housings are yieldably connected to saidbolster by a pair of leaf spring assemblies and that each drive axle is furtherjournalled in l,a

gear housing 130., i

'having a pivotal connection with said bolster through a torque tube. 4Each drive axle is moreover driven by an individual electric motor supported by the body through a flex- 'ible drive shaft disposed so as to minimize spline travel and angularity of the drive shaft.

It will be seen that the rail car constructed in accordance with the present invention is in comparison to the size thereof constructed of relatively -few simple and comparatively light parts in that same generally comprises only the body B, trucks T, and motors 101 all of which as above described are of minimum Weight consistent with required strength, and it will further be seen that all parts tending to create jars or vibrationsare rubber cushioned thus providing a rail car construction which is simple, relatively light and substantially noiseless in operation.

In-Figs. 10 and 11 is disclosed a modified embodiment of the invention wherein the drive arrangements between the motors 101 and axles 33 are modified such that slower drive shaft rotation is provided, so that the deleterious effect of angularity of the drive shaft and spline travel in such shaft is further minimized.

As indicated in said figures-each motor 101, comprises a suitably housedygcar reduction 201 embodying a gear driven by the motor armature shaft. and meshing with a larger gear operatively connected with the adjacent drive shaft 115.

By this provision, a substantially reduced speed of rotation is imparted to drive shafts 115 under normal motor speed, which ,as above stated is 'highly desirable in the construction disclosed. Furthermore, by the provision of the reduction gearing 201 the. motor armature shafts and drive shafts 115 are substantially vertically offset, as indicated in Fig. 11, as a result ofrwhich the body floor 165 can be lowered a substantialdistance amounting approximately to the vertical distance between the centers of the armature shafts and drive shafts 115.

In accordance with 'thisfembodiment of the invention, the motors 101 and reduction gearings 201 are preferably mounted between longitudinally disposed channels 202 which may span a pair of transverse channels 102..`

as disclosed in described. v

The motors 101 and reduction gear housings 201 are secured to channels 202 by bolts 203 extending throughthe channels as well as through brackets 204jand 205 inmotors 101 and gear vcasings 201 respectively, and also through rubber pads 206 on opposite faces of the channel fiangesfor yieldably supporting the motors and gear housings from the channels.

In accordanceV with this embodiment of the invention thev motor armature shaft the form fof the invention first brakes are eliminated, and a drive shaft brake 208 is substitutedwtherefor within'which the universal j oint-126 is disposed. Y,

Additional braking arrangements are provided Which cooperate with wheels 78 and which as indicated comprise supports 209 yieldably supported on springs 47 adjacent the opposite ends thereof through suitable rubber cushions engaged with upturned ends 210 of individual spring leaves and supports 209 are maintained in position by U-bolts 211.

Supported in cars'212 on supports 209 with the opposite ends projecting laterally therefrom aretransverse rods 213 on each projecting end of which is pivoted a bell crank lever 214 each of which levers is further pivotally connected as at 215 to a wheel engaging brake shoe 216.

The free end of each lever 214 is connected, as indicated at 217 to the adjacent end of a rod 218 whose opposite end is operatively connected to a fiuid brake operating chamber 219, the pair of chambers 219 at each side of the truck being suitably supported by spring saddle 51, and adapted to bev operated by fluid such as air. n

By the provision of-this brake construction, the possibility of setting of the brakes upon vertical movement of the axles is substantially avoided since the brakes are car-v riedby the springs closely adjacent the ends thereof and accordingly same will rise and rfall substantially simultaneously with that of axles 33.

The wheel brake constructions herein dis-` closed is equally applicable to the first form of the invention.` Y

While in accordance with the above disclosed embodiments of my invention relatively little angularity of the drive shafts is occasioned upon pivotal movement of the truck i loo assemblies relative yto the car body upon rounding curved sections of track, I have found that under certain conditions the motors may be arranged with further improved are relatively short and to this end are carried by the truck bolster in order that the movements ofNeach axle with respect to the motor that drives it are due only to the fiexible connections between said axle and the bolster. i `C f The embodiment of the invention disclosed krio results by disposing them .so that the shafts v in Figures 12 to 18 provides a construction of the latter type in which the power means are supported by the bolster, whereby relatively short drive shafts are utilized, which shafts alle not liable to assume angular positions as a result of pivotal movement ofthe truck assembly, thus providing fa construction vfor association with a carbody having a substantiallyjlow floor, and in which the drive shafts can be driven at the same speed as the motor shaft without causing excessive whipping of the drive shaft.

a bolster 225, which, as moreparticularly indicated in'Figure 16, may be constructed in the form of a casting of hollow boxlike formation. The bolster 225 at each end thereof is of substantial I-formation in end elevation,

as indicated in Figure 15, each including a vertical central web 226 and' integral bottom and top ,flanges 227 andl 228` respectively. The bottom iiangesl227 are provided with laterally spaced central ears or 'lugs 229, which operatively engage recesses 231 in laterally spaced flanges 232 of a plate or cap 233. The flanges 227 and caps 233 with their respective ears 229 and flanges L 232 provide housings for receiving 'and positioning the intermediate portions of leaf springs' 47 the leaves of the springs being rigidly clamped in position by'bolts 234 extending through anges 227 and 7caps 233, as is clearly indicated in Figure 16.

The opposite ends of springs 47 are yieldably connected beneath the axle bearing housings 42 substantially in the manner above disclosed with reference to the previous '.forms of the invention. In this form of the invention, however, each end of the lower or longest leaf of each spring 47 is bent upwardly in the form of a flange 236 in spaced relation to the associated housing 42, each of which iianges is apertured for the reception.

of a studbolt 237 projecting from housing 42 and engaged with each bolt 237 is a nut 238 on each sideof flange 236, whereby upon J adjustment of the nuts an abutment 1s proyvided between springs 47 and housings 42',

articularly for resisting torque reactions n ousiiigs 42. The adjusting bolts 237 further function to cause each pair of axles to fall into parallel alignment.

The axles 33 are rotatably journaled adjacent their ppposite ends in housings 42 in the manner above disclosed and axles 33 are provided with wheels 73 of the character disclosed in Figure 7. i Y

The bolster 225 is pivotally secured centrally Vthereof to a side sway oscillator construction which in turn is yieldably support-v Yed beneath the fioor 165 of the car body. The

oscillator construction, which is similar to that disclosed inthe aforesaid copending application, comprises a base` member 241 of pan-like formation, through a control boss 242 of which extends a pivot or kingpin 243, which pin further projects through a'washer 244 and a bearing thimble 245. The washer v244 and outer enlarged portion of thimble 245 rest insuitablerecesses in the baseof member 241, as indicated in Figure 16, with the lower reduced portion of thimble 245 disposed in an aperture in a boss 246 formed on bolster 225.' '.The inner end of pin 243 is encircled by a washer 247 yieldably held in engagement 4with the inner face of boss 246 by coil spring 246 whose inner end is engaged by a` washer -v 247 which in turn is engaged by ya nut 248 threaded on the inner end pin 243 whereby the member 241 is connected with bolster'225 for pivotal movement relative thereto. The mem'- er 241 is rdisposed in an inwardly facing channel 249 defined by inwardly directed side and end walls 251 and 252 respectively of an elongated plate 253. Disposed between member 241 and plate 253 are toothed rocking members 254 with the lower teeth 255 in rockl ing engagement with convex walled recessesv 256 in member 241, andwith the outer teeth 8 257 in rocking engagement with similar recesses 258 provided in plates 259 extend-H tween walls 251 and the opposite sides 'of menber 241, as is clearly indicated in Figure 13.

The plate 253 has a yieldable connection with the fioor 165, which is preferably provided in the following manner. Suitably secured to the opposing facesv of oppositely directed body supporting channel members 261 are the vertical ianges of angle irons 262,`the,horizontal flanges of which together with the outer horizontal'ianges of channel members 261 are suitably secured to a body iioor engaging and supporting plate 263. Secured as by bolts 264 tothe horizontal flanges of'members 262, as well as to plate 263,

' adjacent each e'nd of plate 253, is an angular `plate member v265 each embodying laterally spaced verticalportions 266 -and 267 and a horizontal portion 268 integrally connecting said vertical portions. The opposite ends of -plate 253 aredisppsed intermediate plate 263 s and portions 268 of plates 2.65 andV disposed on the lower side of plate 253 adjacent each end thereof, between the plate andthe portions 268, are yieldable, preferablyrubber,

`blocks 269 and disposed above plate V253 is a transversely continuous cushion blocki1271.

A bolt 272 projects vertically through aligned apertures in opposite ends of plate253 as well as blocks 269 and 271. By this construction'l plate 253 is connected with the ve'- hicle body in a manner such that same is capable of yieldable vertical movement and -in order to nreduce `friction toa minimum Suitable anti-friction plates 273 are disposed between walls 251 and the vertical flanges of v members 262, as is clearly indicated in Figure 13, which anti-friction plates may be extended or additional plates provided between flanges 267 of plate 265 and walls 252 of plate 253, as indicated at 274 in Figure '16.'

It will be seen from the Vforegoing that vthe connections heretofore disclosed provideJa pivotal connection between bolster 225 and floor 165 ofthe cai' bodyl B for alinement of wheels 73 yieldably supported from bolster 225 with curved sections of track and that \said connections further provide for side sway of the car body relative to the bolster 225 las the entire assembly confined within -plates 265 is bodily movable with the vehicle As is more clearly indicated in Figures 12 and 14 channel members 261', angle members Y ',262 and plate 263 extend the full widthof the car body and the vertical flanges of members 262 have connected therewith shoes 276 in substantial vertical alinement with springs 47', which shoes are adapted for cooperation` with abutments 277 suitably secured as by bolts 278 to the outer flanges f228v at the op posite ends of bolster 225 for limiting transverse tilting movement of the car body.

The bolster 225 is further utilized as a support forqa pair of electric motors designated' at 279 one for operative driving engagement with each of the axles 33. The bolster 225 is accordingly provided on each opposite vertical Aface thereof at laterally opposite sides of pivot pin 243 with a series of motor .l hea-d securing lugs 281 disposed about a substantially large opening 2 82 and the respective opposite side walls of bolster 225 are provided with openings 283 in substantial alinement with openings 282. As will be seen upon inspection of Figures 13 and 15 bolster 225 is relatively low thus necessitating a downward inclination of thed opposite gear housin s 25 toward the bolster disposed interme iate same and each motor armature shaft must be in parallel alinement with rthe respective housings 2 5. The securing lugs 281 for the respective motors 279 are corrspondingly inclined such that motors 27 9 in assembled position will be in parallel alinement with the respective gear hogisings 25 associated-With axles 33 as is clearly indicated in Figure 13.

The securing lugs 281 are constructed, so that electric motors of standard makes, such as indicated in 27 9 may be utilized. The motors however must be provided with special heads for attachment to lugs 281 which heads as indicated in Figure 14 preferably comprise apertured-lugs 285 similar to lugs 281 and through the mating apertures of which are disposed bolts 286 for firmly securing the motors to the bolster 225 independently of the axles, so that'the motors move as a unit with the holsters and shiftttlreir position as the truck shifts its positiiii a manner entirely pair of laterally yjournaled in similarly alined bearing lugs- 1,91e,4ea

uninfluenced by movement of the axles Within the range of movement thereof permitted by the springs that alone connect the axles to the bolster. f'

Each motor 279 is secured to bolster 225 on the side thereof opposite to the axle 33, which is driven by the respective motor and each motor is operatively connected with the drive worm in gear housing 25 by a relatively short drive shaft 291, which extends through openings 282 and 283 in the opposite vertical walls of bolster 225 as clearly indicated in Figure 13. Each shaft 291 is furthermore provided with a universaljoint 292 adjacent housing 25 and a second universal joint within a drive shaft brake drum 293 carried by the shaft and disposed within the hollow bolster 225. Each shaft 291 is further provided with a telescoping-joint 294 of known form.

tions on gear housings 25 which in this form of theV invention is not resisted by torque tubes, as in the previous forms of the invention, housings 25 and the adjacent bearing housings 42 are preferably rigidly connected by common tubular extensions surrounding the axles as indicated at 295, Whereby the housings 42', which are lirmly secured tosprings 47 resist the torque on housings 25.

From the foregoing disclosure it will be seen that motors 279 are supported by bolster 225 in such manner that relatively short drive shafts are required due to which, together with the fact that motors 279 movecommensurate with housings 225, thus maintaining shafts 291 against lateral angularity the shafts can be revolutions per minute, or at the planing speed of the motors. Furthermore the disposition of themotors relative to the bolster is such that the drive shaft brake drums 293 are disposedwithin bolster 225 opposite the pivot pin 243, which not only houses the brake drums but provides ready means of attachment for the brake operating means.

The brake, operating means comprises a alined shafts 296 rotatably 297,*which are rigidly supported from extensions 298,'of the opposite side walls of bolster 225, in such manner that the adjacent ends driven at a speed as high as 4000.

of, shafts 296 are disposed immediately below the pivot pin 243. 'Each shaft296 has a link connection 299 with a respective braking arrangement cooperating with one of thedrums 293. lEach shaft 296 between lugs 297 is provided lwith a rigid arm relatively close and at equal distancesfrom n extended axis of pin 243 asindicated in Figure 16. `The inner ends of arms 301 are connected by an equalizing bar 302 to which a link is pivotally connectedat one end as by a' suitable `universal connection, and whose other end -1s pivotally yconnected with an 'actu- 301y which arms are ating rod operatively connected with the emergency brake lever mounted on the body iii any well known manner.

Inasmueh as the connection between the body carried brake actuating mechanism and they truck carried braking means is made at apoint directly'bellow the vertical axis about which the truck swings, it is apparent that laterally disposed pairy of plates 306 with' f te swin 'n ofthe m g1 g at 307, to a short spring leaf truck will not affect the braking mechanism, that -is the brakes will be as effectively applied when the car rounds a curve as when it is moving over straight sections of track because there 1s no relative motion between the body and the truck at or vertically below the axis about which the truck swings. 'I his arrangement constitutes an important characteristic of this invention. Furthermore by the provision of the equalizers 302 an equalized brakingaction (is-provided yfor the pair of brake'drums 293 in'- eluded in each truck assembly. v This embodiment of the invention also includes Huid or air actuated service brakes similar to those disclosed in Figure 11. The

service brake construction in accordance with this embodiment of the lnvention comprlses a 'support 305 (Figs. 12, 17, 18) which embodies a rectangular plate 306 secured, as indicated 308 adjacent each end of each spring 47. The plate 306 is furthermaintained in position and stabilized by a U-bolt 309. the legs of which extend through plate 306 and are terminally engaged by nuts 311. The legs of U-bolt 309 span the spring'-47 and the bight portion thereof extends through a depression 312 in a cap 313, in which cap is seated the outer end of a 'cushion block 314, whose inner end is of Y., stepped formationl for engagement with a *o pair of consecutive leaves of spring 47', as indicatedin Figure 17the nuts 311 being s uiciently drawn p to firmlyv bindblock 314 between cap '13 and spring 47. The plates 306 are further stabilized by mounting bars or shafts 315 one of which connects each the opposite ends thereof disposed in tubular members 316 integral with plates '306.

.The opposite ends of shafts 315 `extend beyond tubular members 316,.as indicated'in Figure 18, androtatablfjournaled on each of the extensions of shafts 315 through av bearing sleeve 317, is the hub portion 318 of a brake shoesupporting and actuating lever 319. The levers 319 are maintained 'on bars 315 by washers 321 disposed over reduced extensions 322 of shafts 315, which washers are yieldably maintained in'engagement with hub portions 318 by` coil springs 323, which are, in turn, engaged by washers 324 which are maintained o n extensions 322 by nuts 325.. Each lever 319 outwardly of its pivotal connection with shaft 315`is apertured, as indlcatedat 326, in which aperture is dise axles, a

posed a bearing-sleeve 327.- Disposed within sleeve `327 is a bolt 328 -on which is rotatably journaled on opposite sides of lever 319, through lsuitable bearing members 329- and 331, ears 332 of a brake shoe support .333, to which support is suitably secured a' brake shoe 334 of suitable form for braking engagement. with the respective wheel 73.

Preferably-washers 335 are disposed between lever 319 and ears '332 while washers 335 are yieldably held in engagement with each' other and with levell 319 by a coil spring 336 one end of which engages aliange 337 on bearing sleeve 331 and the opposite end of which' engages'a washer 338 disposed on bolt 328,'andf which is in turn engaged by a nut 339. The coil springs 321 and 336 not only maintain the parts in engagement but function as anti-rattling means.

Pivotally secured as at 341 (Fig. 15) to the outer end of each of the levers 319 isone 'end of a brake shoe actuating rod 342 whose opposite end is operatively connected with a iuid or air operating chamber343 of known form which chambers are secured tocaps 233, as indicated at 344 substantially in the same manner as indicated in Figure 11. n

ABy disposing the brakes as disclosed the -shoesoscfllate substantially with the wheels 73', thus maintaining the same relation between the shoes and wheels under all -operating conditions and accordingly -substan-.

tially uniform braking eiciency.

The invention may be embodied in other i vspecific forms without departingfrom the spirit or essential characteristics. thereof. The present embodiment 'is therefore to be considered -in all respects as illustrative and ment about a substantially vertical axis, a'

pair of drive axles disposed w'thin axlehousingsr arranged at each side of said bolter, Isprings to space said axle housings from said bolster, drive Ishafts for said axles, and torque tubes secured to said axle housings and through 'which said drive shafts extend, said torque tu es being connected to said bolster so as to be flexible in directions other than necessary to resist the driving torque vreactions.

2. A rail cai' truckcomprising a bolster ari ranged to s up ort the car body, a pair of.

pair o 'bearingboxesfor each axle,

leaf springs secured between their endsl to said bolsters and .connected at their ends to said bearing boxes so as to space said axles

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