US1386586A - Car-motor mounting - Google Patents

Description

H. J. MURRAY AND W. S. RUGG. OAR MOTOR MOUNTING.

APPLICATION FILED MAY27. |918. 1,386,586.

Patented Aug. 2, 1921.

2 SHEETS-SHEET I.

AHORA/Er H. J. MURRAY AND W. S. RUGG.

CAR MOTOR MOUNTING.

APPLICATION FILED MM2?. |918.

YPIIIIIIILIIAug. 2, 1921.

2 SHEETS-SHEET 2 ,4 TTOR/VEY UNITED STATES PATENT4 OFFICE.

:HOWARD J. MURRAY, or BROOKLYN,l NEW yoRx, AND WALTER is. Roca, 0F PITTS- RURGH, PENNSYLVANIA..Y 1

CAB-MOTOR MOUNTING.

Application led May 27,`

To all whom z't may concern:

Be it known that we, HOWARD J. MURRAY, a citizen of the United States, and a resident of Brooklyn, county of Kin and State of New York, and WALTER S. SUGG, a citizen of the United States, and a resident of Pittsburgh, county of Allegheny, and State of Pennsylvania, have invented certain new and useful Improvements in Car Motor Mountings, of which the following. is a specification.

The invention relates in general to an i111-, l

provement in the power plants of electric locomotives or passenger cars, and specifically relates to the mounting of the motors and the power transmission elements in the electrically driven power plants in flange wheel railroad vehicles.

The invention has for its general object the reduction of unsprung supported weights,so as to reduce excessive wear and tear on the truck and power plant now prevalent in such constructions. It is proposed to arrange the power transmission elements in such a manner as to reduce the strains incidental to the transmission of power, thus reducing the Weight of these parts and making possible the use of higher speed motors and power transmission parts than is now known. It is further proposed to install this improvement in conventional constructions with the least possible modification of the construction to effect the desired results.

. In approved types of thesey electrical vehicles it is now common to .drive the axles by means of a separate motor for each axle, which motor is usually, supported directly or partially from the axle. This subjects the .motor to undue shocks as the wheels pass over the joints and uneven places in.

the track, thus resulting in undue wear on the bearings, loosening of bolts, and deterioration of insulation and electrical connections, as well as undue wear and tear on the track.

Accordingly the invention lcontemplatesa structure in which the motor isentirely removed from the axle so as to permit free play of the wheels as they pass over the rail joints and other varlations in track level. v

In the previous methodsof mounting the motor on ythe driven axle there resulted'a torque, which tended to rotate the motor Specification of Letters Patent.

Patented Aug. 2, 1921. 191s. seria1No.2`3s,s53.

about the axle, thusputting a twisting strain on the motor frame, which tended to distort 1t and to disaline the motorshaft pinions and other transmission elen'ients. For this reason it has been impossible to make the close fit essential to the eflicient transm1ss1on of power, as it was necessary to allow large tolerances to keep the power transmission devices in operative position. Y Accordingly the invention 'contemplates the mounting of the motor so that it is cushioned or spring-supported relative to the axle, and it is further proposed to couple the motor with the axle in such a manner as to allow relative independent movement therebetween while maintaining the highest possible transmission efiiciency.

Incidental to the last mentioned object, it 1s proposed to mount the transmission in an inclosing gear case, which will be independent of motor vibration, will be supported from the axle and assist in maintaining the transmission elements in proper driving connection with the axle under all conditions of use.

In the conventional car and locomotive structures, the available space in which is possible to positiona motor and any multiplying gear connection is so limited by the presence of steam and air pipes, braking and signal systems and the like, that the disposition of the power plant for transmission efficiency is affected bythe prefixed disposition of these different parts on the conventional constructions.v Another object of the invention, therefore, is to perfect an organization of power plant parts ca able of being installed in the limited available space and at the same time obtain the maximum possible transmission efficiency.

Various other objects and advantages of the invention will be in part obvious from an inspection of the accompanying drawings and in part will be more fully set forth I in the following particular description of one formof -mechanism embodying the in- Nos. 336,854 and 236,855 filed under even date and entitled Motor casing truck construction and Single motor bolster, which show two other embodiments of the invention in connection with vehicles of the loco` motive type.

In the drawings:

Figure l is a plan view, looking down upon the wheel truck of a passenger car equipped with al preferred embodiment of my invention, and with parts broken awayA to show internal motor and power transillustrated a portion of car truck frame of the passenger type, together with a wheel,

truck element of the two axle type.

As part ofthe car truck frame 10 there is shown side sills 11, a truck bolster in the form of a casting 12, and a pair of transoms 13 and 14 co-acting to form the rigid frame structure usual in devices ofthis character.

For convenience in identification one of the transorns 13 will be considered as the forward support and the other transom 14 as the rear support. The transoms are simi'- lar in construction, are positioned on opposite sides of the bolster 12, and are H-shaped in plan to form, in effect, a centrally disposed vmotor supporting frame 15. Extensions project laterally from fopposite sides of the frame 15 to form a pair of parallel support elements 16, opposite ends of which are hung from the side sills and fastened thereto by bolts 17. The car truck includes pedestals 18, in which are journaled a pair of running gears 19 and 20, positioned respectively in advance of the forward sup-y port 13 and in rear of the rear support. The bolster is resiliently supported from the truck by the transversely disposed elliptical springs 22, and the four upright coiled springs 23. The running gears each include a Shaft 24, provided with flange wheels 25, all as is usual in one well known form of car construction.

Each lof the axles is separately driven by means of a geared connection, the forward running gear 19 being driven from a ,rearwardly disposed electric motor 26, and the rear running gear 2O being correspondingly driven from' a forwardly disposed motor 27. The motors are positioned on opposite sides of the longitudinal medial line through the vehicle, and on opposite sides of the bolster 12. The motors are mounted to drive the remote axle, and the driving connections with the oppositely disposed axles lapping each other, when considered transversely of the underframe, so as to provide within the limited space available between the two axles a relatively long driving connection between each motoi` and its correlated axle.

The detail description of either driving unit will apply to the other except for obvious changes in direction, it being understood that corresponding parts are symmetrically disposed on opposite sides of the king pin opening 28.

vThe .motors illustrated differ from conventional car driving motors, in that they may be of a higher speed type and are of lighter construction. The motors are underslung beneath the supports, and are fastened to the frames 15 by bolts 29. However, it is apparent that the motor casings may be cast integrally with the holsters, thus eliminating the necessity of separately. fastening these parts in position. The motors are positioned so as to bring each of the axes of rotation of their armatureA shafts 30 substantially in line with and intersecting the axis of rotation of its driven axle.

They armature shaft 30 (Fig. 2) is in the form of a hollow sleeve, with the end thereof adjacent its driven axle open, and its opposite end closed by means of a universal pivoting cap 31.- It is obvious, however, that the shaft may be;l coupled `to the armature shaft without closing this end of the armar,

ture shaft, thus facilitating the inspection of the armature shaft through its open end. l

The driving connection with the axle includes a relatively long driving shaft 32, whichfextends longitudinally of the vehicle through the armature shaft, and has one end fastened by means of a universal joint 33, to the end cap 31. The shaft and sleeve are so proportioned that the free end of the shaft is capable of some slight play in all directions without 'contacting with the armature sleeve shaft and the length of the shaft is so proportioned that the free end is capable of a material movement before there is any danger of contacting with the sleeve. The portion of this shaft exterior of the motor extends across and beneath the casting 12 toward the axle driven by the shaft.

The driving shaft 32 actuates a reducing gear train, which acts directly on the wheel axle. This gear train includes a relatively large bevel gear 34, keyed to the axle and inclosed within a housing 35 flexibly supported at one end from the adjacent bolster, andat the other end loosely mounted upon the hub of the large gear 34. Anti-friction bearings 36 are positioned between the casing and the hub of the gear, which hub'has been elongated to provide extensive surfaces for supporting the bearings. A small bevel gear 37 meshes with the gear 34, and is revolubly mounted for rotation about a horizontal axis. This provides a self-contained efficient gear train capable of being assembled in ashop and applied to the vehicle by pressin the large gear onto the axle.

A hen the parts yare in normal position the axis of rotation of this small gear is coincident with the axis of rotation of the driving armature shaft and both laxes intersect the axis of rotation of the axle. This small bevel gear is made with the least possible number of teeth to effect an economic drive so as to maintain a high reducing gear ratio between the motor and axle. The gear 37 is mounted centrally on a short driven shaft 38, with the end adjacent the axle mounted in a bearing 39, constitutin housing 35 carried by the ax e. The opposite end of the driven shaft is let into and pinned to a sleeve 40.I This sleeve constitutes the inner Aface of a compoundV antifriction bearing 41, mounted within an extension 42 from the transmission housing 35., This bearing 4l is designed'to take up end thrust as well as radial loads onY the short shaft. By this construction it is seenthat the end of the driven shaft adjacent the axle together with its small gear takes part in all movements of the axle and its attached large gear, so that in all positions. ofthe axle the gear train formed by the gears 34 and 36 are maintained in this vpreiixed driving engagement. The sleeve 40 is connected to the adjacent end of the driven shaft 32 by means of a universal coupling 43,. one element-44 of which has a square it within the lsleeve so as to permit relative movement between the motor and axle in a direction longitudinal of the vehicle.

In operation it will be understood that the motors will transmit their high rotary speed through the driving connection to the reducing gear connection, and from this reducing gear tra'inpower is applied directly to the axle to turn the flange wheels.

. tracks and insuring an easier and more even As the motors are mounted directly on the transoms, which infturn are resiliently supported from the runningV gear, the hammering effect of motor weighted axles hasbeen eliminated, thus saving wear and tear on the riding' of the vehicle than has heretofore been possible. At the same time vthe resilient mounting of the motors has to a large extent eliminated the jarring of the motors, minimizing the wearing .of their relative movable parts, and deterioration of insulation and electric connections. This permits the use of such reiined mechanismv as ball bearings and the like, to reducey frictional losses.

The weight of the motors and Ico-acting parts is distributed on the truck frame, fand is balanced' on opposite sides of the' longitudinal medial line. Further,'the parts are diametrically disposed with reference to the king pin casting, `all of which co-acts to part of theA form a well braced underframe, free of distortional strains.

The flexible drive between the motor and gear train, together with the use of a selfcontained gear casing with bearings between the gear casing and the hub of the gear, has eliminated all twisting strains on the gears', pinions, .and motor frames, thus permitting a better maintenance of alinement, a greater life to the parts, and a more eficient operation.

By placing the motor for driving one axle as close as possible to the other axle, all of the available space longitudinally between the axles is utilized to provide a long driving shaft. This shaft is pivoted to the motor in sucha way that relative vertical movement between the motor and axle is lpermitted with the least possible angular .with ya wheel truck, having unsprung parts includin wheels with a driven axle mounted in'sald truck and having some freedom of movement relative thereto, and spring supported parts including a frame structure 'having side sills with a plurality of side sill supporting springs supported from 'said/ unsprung parts, of a power unit for driving the wheels including a high speed lelectric motor hung from said resiliently supported 'frame structure and capable of vertical movement relative to the axle to bring its armature in line horizontally with said axle, and a flexible driving connection' between said motor and axle, said connection including means for reducing the speed .of rotation of the motor transmitted to the axle.

2. In a device of the class'described, the combination with a truck frame including side sills, and a one-piece casting fitted between the side sills to assist'in bracing the truck frame, said casting including a motor support and constituting a wide spreading transom connecting the side sills, a wheel truck, an axle mounted in said truck, resilient means for supporting the truck frame from the wheel'truck, a centrally positioned motor for driving Athe axle fixed to said motor support and free to move slightly about the axis of the axle anda flexible power drive between said motor and axle, Said drive including a gear train including meshed gears with thelr axes of rotation fixed relative t'o the axis of rotation of the axle. v

3. In a device of the class described, the combination with a truck frame including side sills, and va `one-piece casting tted be- 4 the axis of the axle anda :iexible power drive between said shiftable motor and axle. 4. In a device of the class described, the

lcombination of an unsprung weight Vincluding a wheel truck, an' axle journaled in said truck, a relatively large gear operatively connected to said axle, a bearing carried by said axle to move vertically therewith, a driving shaft mounted in saidl bearing, a relatively small gear fixed to said shaft and meshing with saidlarge gear to form a re-- ducing gear train, a truck frame includlng a transom rigidly connected to the frame and free to move therewith relative to the axle, truck frame supporting springs positioned between the wheel trucki and thev truck frame, a high speed motor carried by said transom, and a universally iexible driving connection between'the motor and said shaft.

5. -Ina device of the class described, the combination of a wheel truck, an axle journaled in said truck, a relatively large gear operatively connected to said axle, an antifriction bearing carriedby said truck, a driving shaft mounted in said bearing, a relatively small ear xed tosaid shaft and meshing with said large gear to form a reducing gear train, a resiliently mounted high speed motor, includingja hollow armature shaft, and a driving shaft pivotally connected adjacent one end to the -driving shaft, extending through saidA hollow arma-l ture shaft, and having its other end pivoted to said armature shaft, thereby providing a long driving shaft. y

6. In a device of the class described, the combination of a trucky frame including a transom, a wheel truck including an axle, means for supporting the truck frame resiliently from said wheel truck, a running gear journaled in the wheel truck,ia motor supported from' the transom, said motor and axle having a slight Afreedom of relative movement in all directions, and a flexible driving connection between the motor and f running gear, said. connection including parts of the connection.

mountings for supporting -certain rotary parts of the connection, the axes of which are xed and permitting flexibility between mo'torfaiid axle while maintaining a fixed driving connection in the certain rotary 7. In av device of the dass described, the

combination of a ,truck frame, a wheel truck,

means for supporting the truck frame resiliently from said wheel truck, a running gear journaled in the Wheel truck, a motor supported from the truck'frame for driving the running gear and a flexible driving-connection between the motor and running gear, said connection including a medium for transmuting the high speed rotation of the motor into relatively low speed at the axle .and including a universal joint with the rotary parts keyed together to prevent relative rotary movement and otherwise free for permitting relative movement in all other directions of opposite ends of said connection including relative movement longitudinally of the axis of rotation.

8. In a device of the class described, the

'combination of a truck frame, a wheel truck,

means for supporting the truck frame resiliently from said wheel-truck and otherwise free of the same for independent relative movement, a running gear journaled in the wheel truck, a motor suspended from the truck frame and provided with an armature, a flexible driving connection including mountings for supporting certain rotary Qparts of the connection, the axes of which areixed, a relatively large driven gear fixed to the axle, a sleeve provided with a relatively small driving gear, meshing with said largeV gear and coacting to constitute a reducing gear set, a universal coupling pivotally connected to the armature and having an Ielement. keyed in said sleeve to permit relative movement between the motor and axle in a direction at right angles to the axle.

9. In a combination with a wheel truck, a wheeldriving-power axle mounted in said truck,

an electric motor resiliently supported from v said truck and provided with a hollow armature shaft extending at ri'ght angles to thev .ing shaft extending through the hollow armature shaft and pivotally connected thereto adjacent the end thereof opposite the axle.

10. In a device ofthe class described, the combination with a 4.Wheel-truck, a wheeldriving-power axle mounted in said truck, an electric motor resiliently supported, from device of the class described, the

said truck and provided with a hollow'armature shaft extending at fright angles to the axle, a flexible driving connection between the motor and axle including a driving shaft extendin through the hollow varmature shaftvan pivotally connected thereto yat the end thereof opposite ythe axle, and a reducing gezlirtrain-'between the driving shaft and the ax e.

11. Iny a device of the class described, the combination with a truck frame, a pair of electric motors mounted in said frame and each having a hollow armature shaft dis- 'posed parallel to and lapping each other on opposite sides of the longitudinal medial line of the vehicle, a pair of driving-axles mounted on 'opposite sides of the motors, means for supporting tne motors resiliently from the axles and iexible driving connections between cach of the motors and the axles farthest removed therefrom, said connections each including a driving shaft extending throughits correlated hollow armature and fastened thereto at the end of the armature farthest removed from the axle driven thereby, so as to provide a relatively long driving connection between the closely positioned motors and their correlated axles.

l2. ln a devicel of the class described, the

combination of a wheel truck, a wheel driving-axle mounted therein, a motor resiliently supported from said truck, and having a hollow armature shaft horizontally disposed and positioned with its axis substantially at a level of the axis of rotation of the axle and extending at right anglesA thereto, and a flexible driving connection between the motor and axle, said connection including a driving shaft extending through the armature shaft and pivotally connected thereto at tlg end thereof farthest removed from the a e.

i3. In a device of the class described, the combination of a pair of running gears, each including an axle, a pair ,of wheels fixed to and driven by their shaft, and a gear containing casing fixed to each axle and extending lengthwise thereof, a pair of motors positioned between the axles, a driving connection extending from one of the motors to the farthest removed axle, a part of said driving connection including gears mounted in the casing on said farthest moved axle, a second driving connection similarly connecting the other motor with the other axle, a part of'one of the motors, the gear casing and a part of the driven connection with the other motor being positioned in the space between one of the pair of wheels whereb the space between the pair of wheels is uti ized.

14. In a device of the class described, the combination of a pair of running gears, each including an axle and a pair of wheels fixed to and driven by their coacting-shaft, a pair of floating transoms, a pair of motors positioned between the axles and hung-respectively from and extending below said transoms whereby to bring the motor armatures substantially on a horizontal level with the axles, a driving connection extending horizontally from one of the motors to the farthest removed axle, a second driving connection similarly connecting the other motor with the other axle and extending parallel to the rst named connection, a part of one ofr the motors and a part of the driven connection with the other motor Ybeing positioned.`

side by side 4in the space between one of the pair of wheels whereby a part of the space between the pairs of wheels is utilized.

This speclfcation signed this 20th da'y of liay, 1918.

HOWARD J. MURRAY. WALTER S. RUGG.

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