US1628262A - Heavy-duty locomotive - Google Patents

Description

W D. R. memms HEAVY DUTY LQCOMOTIVE Filed Feb. 12. 1926 3 Sheets-Sheet 1 J \i w INVENTpR.

jar/0 R M 6I/7g/6. BY 1 ATTbRNEYS.

192 2 May D. R. msmms HEAVY DUTY LOCOMOTIVE 3 Sheets-Sheet n m l m I IN VEN T013. Jar/d 7?. M /17171.5.

Q r, ATTORNEYS.

Filed Feb. 12 1926 Patented May 10, 1927.

UNITED STA TES PATENT OFFICE.

HEAVY-DUTY LOCOIO'IIV E.

Application fled February is, 1920. Serial No. 87,822.

wheels of the heavy duty locomotive type, to

increase the size of the boiler to secure increased supply of steam, requires the center of gravity tovbecome higher and higher as the diameter of the boiler is increased, in order that it may not come into contact with the inside surface ofthe driving wheels between which it is set; the larger the boiler, and consequently the flue heating area, the higher must be placed the center of gravity until, in present heavy duty-and passenger locomotives, the center of gravity is as much as seventy-two inches or more above the rails of the track.

Therefore, one of the objects of my invention is the placing of.the drive wheels ahead and behind the boiler, whereby the boiler may be doubled .in size without increasing its length; its center of gravity may be set so low that it is brought within forty inches above the rails and the bottom of the boiler to a point a proximately in line with the clearance of the entire train above the r'oadbed, or, for instance, within eight to twelve inches of the same.

This lowering of my boiler so radically brings the center of grav'it so low that the sway and side thrust of t e locomotive, so built will be reduced almost to a minimum and thus inure to the integrity of the track it rests and moves u on, minimizing tendency to pull the spi es and overturn the rails and taking wear by sinking of the rails into the ties, and obviating largely by reducing to a minimum displacing the level of the ties by the constant sway and change of pressure of the locomotive as it travels over the rails, caused by the center of gravity ger comotives as at present constructed.

Consequently, my method of constructing a locomotive with a boiler down between the front and rear trucks will enable said boiler to be constructed ofa diameter ap )rox'imate- 1y twice the size of the stander today, resulting in increasing greatly the tube area in the boiler, enabling approximately twice the amount of steam to be reduced as can be produced inthe ordinary eavy duty and passenger locomotive havin their boilers set 'high above the track an being too high upon heavy duty and passenboiler of restricted to the space between the driving wheels of the trucks. i

In my locomotive, with the center of gravity so radically lowered, there will be a constant tendency of the locomotive to go forward in a straight course, as is a well known principle of mechanics and similarly when 'a curve is encountered, the tendency to turn over, where the center of gravity is elevated, will be reduced to a minimum, and the curve of the track will be taken with a minimum of pressure upon the outside rail, consequently increasing the margin ofsafety.

This very great increase of boiler size and consequent increase of capacity to produce steam is accomplished without lengthening the boiler, as at present constructed in heavy duty and other steam locomotive.

A further object of the invention is the construction of a locomotive with a boiler between the supporting trucks whereby said boiler may be increased in size to substantial coincidence with the side lines of the entire. train and at the bottom with the standard clearance from the roadbed.

Another object of the invention is to provide the front truck with driving wheels of, any number, said front truck being independent, so to speak, in movement from the boiler, and this front truck is preferably set below the water tank.

A still' further object of the invention is the mounting of the cylinders for working the driving wheels directly upon the frontand rear trucks, these cylinders receiving steam from the boiler by means of a flexible connection between the single unitary structure of the boiler, tank and fuel compartment and the trucks.

Another object of the invention is the construction of a rigid unitary structure comprising a peculiarly formed boiler, a water tank and a fuel tank or compartment, and the placing under the water tank of a wheel truck, as well as placing under the fuel tank, a wheel truck, with the extremely low positioned and greatly increased size boiler of the unit between the said wheel trucks.

It is to be understood that the rear set of driving wheels are duplicate of the front set, and that above this rear set or rear truck is supported said fuel tender or tank that may be used to hold or contain crude oil or coal, whichever may be used in firing the locomotive.

till

Another object of the invention is to obtain greatly increased traction of the driving wheels (which may be of any number or any size) already vastly increased by the lowering of the center of gravity of the boiler and consequently, of the locomotive as a whole, and this additional increasing of the traction of the driving wheels is accomplished by my means of magnetizing the driving wheels and the rails; this magnetizing is only temporary, at the point of contact of the driving wheels, causing said wheels to possess a very greatly increased adhesion to the rails, and thus prevent slipping and burning of the rails and loss traction and motion.

The radical increase by means of the size of the boiler over present usage, produced and made possible by placing the driving wheels in front of and to the rear of the boiler, makes possible a greatly increased number of tubes ,for the flames to pass through, and also permits the fire-box to be radically increased in size. Further, anest of water tubes are placed close to one end of the water tank, and these tubes are connected to the tank and run through the same so that the water in the tank will be satisfactorily heated, whereby when delivered to the injector of the locomotive, it will be warmed b the waste heat of the furnace,

and thus ischarged in a somewhat heated view, my invention comprises certain novel constructions, combinations and arrangements of parts as will be hereinafter fully described, illustrated in the accompanying drawings, and more particularly pointed out in the appended claims.

In the drawings:

Figure 1 is a viewin side elevation of a locomotive constructed in accordance with the present invention.

Figure 2 is a longitudinal,-central sectional view of a locomotive constructed in accordance with the present invention.

Figure 3 is a top plan view of a locomotive constructed in accordance with the present invention.

Figure 4 is a sectional View taken on line 4-4, Figure 1, and looking in the direction of the arrows.

Figure 5 is a sectional view taken on line Figure 8 is a central sectional view of the central bearing device of the trucks.

Figuret) is a longitudinal sectional view of the truck frame and the lower plate of one of the end bearing devices.

Figure is the top plate of one of the end bearing devices.

Figure 11 is a longitudinal sectional view ofthe upper plate of one of the end bearing devices.

Figure 12 is a view in side elevation of a locomotive constructed in accordance with the present invention and a standard passenger car or coach, showing the relative size of my locomotive as compared to said passenger car or coach.

Figure 13 is a view in elevation of the frame at the end of each truck for supporting the cylinders, or the cylinder supporting frame.

Referring to the drawings by numerals, 1 denotes the boiler, 2 the water compartment or tank, and 3 is the fuel compartment or tank, better known as the tender; the boiler, water tank, and tender are as one, being formed as a unitary structure, all of a substantial rigid formation. Door 1 provide; access to the fire box space 1" within boiler 1.

The boiler 1 is in transverse area (Fig. 5) as great as theoverall width of the entire train, this boiler 1 being extended downwardly to within a few inches of the rails, as hereinbefore pointed out (in the objects and statements of this invention), for the lowering of the center of gravity and increasing the traction power of the locomotive on the rails.

Beneath the tank 2 and the tender 3, I place trucks at and 5, respectively. Each truck comprises a frame 6, driving wheels 7 and cylinders 8; the cylinders are on the lower ends of downwardly extending portions 8 or frames 6. The top of each frame 6 constitutes a bed plate 9 (Fig.7), and

interposed-between the bed plates 9 and the tank 2 and tender 3 are a central bearing device 10 and end bearing devices 11. Each central bearing device 10 is preferably provided with cone bearings 12 (Fig. 8). Be tween the plates 13 of the end bearing devices 11, I also place cone bearings 14 (Fig. 7). The top plate of each end device '11 has its ends preferably fastened by rivets 15 to the sides of the tank and tender. It is to be understood that the upper plate of the end bearing devices (Fi 10) has a smooth under face, so as to a low free movement of the plate over the bearings when the locomotive is rounding a curve in the track.

I use the term tender, with reference to the part '3 of my locomotive in a broad til) e nner end of x h .w.

' theinner end 25 (Fig. 2) 0 frame 6, and at its ends it carries the cylinders 8. These cylinders are connected in any standard manner to the driving wheels 7, whereby when steam is discharged into the cylinders, the driving wheels will be operated. This supplying of steam to the cylinders 8 is accomplished by a steam line 17 extending from the boiler 1 down through the floor of the tank 2 and tender 3 (Fi 2), and through aflexible connection 18, this steam line 17 18 connected to pipe 19 leading to the cylinders 8 through branches 20.

The boiler 1 is suspended between the trucks 5 and 6 and is provided at each side with supportin idle wheels'21. The axles 22 (Fig. 2) of t ese wheels 21 lie preferabl against the bottom of the boiler 1, whic bottom is, for instance, ap roximately eight inches above the rails of t e roadbed.

The cab 23 is, preferably, placed or arranged updn the rear portion of the boiler 1. By reason of the lowering of the bottom line of my boiler 2 into close proximity to the rails, and by ractically increasing the circumference of t e boiler without materially lengthening the same at all, I am able to place the standard flues closer to the firebox and since the fiues are relatively short in length, the flames from the fire-box can pla with reat uniform intensity upon the entire len t 1 of the lines, thereby greatly increasing the steaming power of my locomotive.

A nest 24 of tubes is supported against the tank 2 to heat the water in the tank, so that when the water is passed through an ordinary injector, the water being discharged into the boiler will be preheated, which results in a saving in fuel and an increasing of the steam generating power of my locomotive.

In Figures 4 and 6, I have shown how on each truck of the wheel system of my locomotive, I magnetize the driving wheels and the railsto hold the locomotive on the track,

eliminating slipping of the driving wheels,

especiall during the starting of the locomotive, an also greatly reducing wrecks by assisting materially in holding the locomotive on the rails while it is travelling rapidly over the same. This means for magnetizing of the driving wheels and rails includes "a dynamo 26, and a magnet 27,

whereby the magnet magnetizes the driving.

wheel and therail at the point of contact. It is to be understood thatiI, preferably, ar range two dynamos or generators on each axle 28, to which the driving wwheels '7jare fixedly secured. This magnetizing of the driving wheels and the rails greatly increases the traction power,- which power is also materially increasedover the ordinarily constructed locomotive b reason of the enormous size of my boiler and its low swung position to the track.

In Fi ure 12 is shown the relative position an size of my locomotive, as compared to the ordinary passenger, baggage or exress car or coach. It will also be seen how ow-swung my boiler is, upon'the front and rear driving trucks, and in conjunction with Figures 4 and 5, it will also be appreciated that. my locomotive over all is no greater in transverse area than the lines atthc sides.

and top of the entire train. Further, by m peculiar construction of a boiler, I obtam double the steaming power without lengthening the locomotive, and this means too, without lengthening the tubes in the boiler, bringing a great number of tubes di rectly over the fire-box and close to the same where the greatest amount of good is obtained with the minimum loss of fuel, as compared with the present day constructed locomotive.

The ob'ects and statements at the beginning of t is specification constitute a vital part of the description of my invention, as I consider this invention of a basic nature, and therefore, the minor details of the locomotive are not so important as the general, basic elements or units going to make up my im rovedlocomotive.

he lowering of the center of gravity and the greatly, increased central boiler construction of my locomotive gives the same great traction power which greatly decreases. the possibility of my locomotive jumping the track and at the same .time bringin the co-ordinate parts of a loco tive 0 this capacity in a relatively close unitary construction.

While I have described the preferred embodiment of my invention and illustrated the same in the accompanying drawings, certain minor changes or alterations may appear to one skilled in the art to which this invention relates during the extensive manufacture of the same, and I, therefore, reserve the right to make such alterations or changes as shall fairly fall within the scope of the ap ended clalms.

'hat I claim is:

1. In a locomotive,.the combination with driving wheel trucks, of a boiler down between said driving wheel trucks and having at its ends rojectmg units overhanging said trucks, and ball bearing devices interposed between said trucks and said projecting units whereby the boiler is supported upon the'trucks.

2.];In a locomotive, the combination of driving wheel trucks including frames, each fram'e'tprovided at one end with a downwardly extending rtion, a cylinder on the lower end of sai downwardly extending portion, means connecting the cylinders to the driving wheels of said trucks, and a driving wheel trucks provided with cylin- 01ers, it boiler between said trucks and having a tank supported upon one truck and a tender supported upon the other truck, a

" steam line running from the boiler through smid tank contiguous to a truck, a, second steam hne running from the holler through sznci tender contiguous to a truck, pipes conweeeee nected to said cylinflers, and flexible connections beneath the tank and tender and above W the trucks anti connecting the steam lines to said pipes.

In testimony whereof I hereunto affix my signature.

DAVID R. MCGINNIS.

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