US1718445A - Locomotive-spring support - Google Patents

Description

' June 25, 1929. w, c, wHn oMB ET AL 1,718,445

LOCOMOTIVE SPR-ING SUPPORT- Filed Jan. 1928 2 Sheets-Sheet 1 Jnwntm Mm max-mm t JMJ June 25, 1,929.

W. C. WHITCOMB El AL LOCOMOTIVE SPRING SURPORT Fiied Jan. 6,1923

2 Sheets-Sheet 2 Patented June 25, 1929.

UNITED STATES 1,718,445 PATENT OFFICE.

\VILLIAM C. WHITCOMB AND WILLIAM F. ECKERT, OF ROCHELLE, ILLINOIS, AS-

SIGNORS TO GEO. D. WHITCOMB COMPANY, OF ROCHELLE, ILLINOIS, A CORPORA- 'IION OF ILLINOIS.

LOCOMOTIVE-SPRING SUPPORT.

Application filed January 6, 1928.

This invention relates to cross equalizing spring supports for locomotives and is of special utility in connection'with gasoline locomotives. In this type it is customary to mount the internal combustion engine in a forward position upon and between the sides of the frame above the front wheels. It is also desired to position the engine low on the frame. This location of the engine gives a well balanced arrangement in a short coupled locomotive of this type. Such construction did not, however, prior to our invention, permit the use of a cross equalizing spring support between the journal boxes of the front axle.

The primary purpose of the present invention is, therefore, to provide a cross-equalizing spring support for a gasoline locomotive of the character described whereby the desired spring action is obtained without interference with the position or location of the engine.

Another object is to provide a construction of this kind which will permit of using axles for either standard or narrow gauge rails.

Another object is to provide a cross equalizing spring support in connection with a frame structure of hollow section. According to this phase of our invention the longitudinal equalizing levers which act between a transverse equalizing lever and the springs are mounted within. the hollow sides of the frame. This provides an enclosed construction which is especially practical and desirable. lVehave further aimed to mount the transverse equalizing lever on the frontbumper so that no additional transverse frame members are required.

Other objects and attendant advantages will be appreciated by those skilled in this art as the invention becomes better understood by reference to the following description when considered in connection with the accompanying drawings, in which Figure 1 is a side elevation partly in section of a locomotive embodying our invention;

Figs. 2 and 3 are detail sections taken on the lines 2-2 and 3-3 respectively of Fig. 1; Fig. 4 is a fragmentary plan view of the locomotive frame partly broken away to show the equalizing spring support; and

Fig. 5 is a similar side view of the frame.

In the present embodiment of our invention the frame and bumpers are cast integral Serial No. 244,900.

and are of heavy section to provide a rigid foundation for the engine and transmission. The sides of the frame, designated generally by 6, are of hollow section as shown clearly in Figs. 2, 4, and 5, and are connected by the front and rear bumpers 7 and 8 respectively. Said sides have formed integral therewith pedestal jaws 9 for the journal boxes 11 in which the front and rear wheel drive axles 12 and 13 are journaled.

Any suitable drive may be employed, in this case the drive wheels being connected by connecting rods 14 and the rear axle being driven by a chain 15 from the transmission mechanism (not shown) in turn driven by the internal combustion engine 16. The engine, located forwardly on the frame above the front axle 12, is mounted upon and between the sides 6. The engine is bolted to suitable lugs and brackets (not shown) cast integral with the frame sides 6. This provides a rigid bed for the motor without the use of transverse frame members.

The construction and mounting of the leaf springs designated generally by 17, as well as the construction of the frame sides, which permits of quick installation and removal of these springs, forms the subject matter of a separate invention claimed in our pending application, Serial N 0. 244,902, filed January 6, 1928. Each spring is preferably of the half-elliptic type. In the present instance the leaves of each spring are held in associate relation by a strap or band 18 which seats in a recess 19 in the top of the journal box. Each side housing is shaped to provide a transverse opening 21 just above the pedestal jaws of sufiicient length to permit sidewise insertion and removal of the spring from the side of the frame. In the normal position the ends 22 of the rear springs seat in recesses 23 which are shaped to prevent sidewise and end displacement of the springs. *hen the load is relieved from the springs by lifting the frame sufiicientlv the journal boxes will drop and permit lowering of the spring ends from the recesses 23 and sidewise withdrawal of the spring from the side frame. The front springs are mounted in the same manner with the exception that only the rear end of each spring is seated in a recess 24 and the front end 26 is free to swing vertically in an equalizing action and is connected to the frame structure through the agency of a cross-equalizing means.

6, with its rear end 29 This means comprises a longitudinal equalizing lever 27 for each front spring pivoted at 28 upon and between the side walls of the side resting on the front end 26' of the spring. The front end 31 of each longitudinal equalizing lever rests on the outer end 32 of a transverse-equalizing lever 33 which is pivoted on a pin 34 in turn carried by a bracket integral with and extending rearwardly from the front bumper 7. The foregoing construction provides a cross-equalizing connection between the front springs, the equalizing action of which will be apparent. The connection between the front springs does not interfere with the mounting or location of the engine-nor with the arrangement of the wheels for either standard or narrow gauge tracks.

It should be noted that in the practice of our invention any suitable form of spring or spring structure might be .used in cooperation with the longitudinal and transverse equalizing levers. The present embodiment is, however, a preferred species of the inven tion and serves in a practical and desirable manner the purposes intended.

lVe claim:

1. In a locomotive, the combination of a frame, an engine mounted on the frame,an axle beneath the engine, and a cross-equaliz ing spring support for the frame on the axle including means acting between the springs mounted on the sides of the frame extending longitudinally thereof and connected transversely beyond one end of the engine.

2. A cross-equalizing spring support for a locomotive, comprising longitudinal equalizing levers connected by a transverse equalizing lever, and a spring support for each journal box of a car axle connected at one end to one of the longitudinal. equalizing levers and at the opposite end to the frame.

3. In a locomotive, a frame, an axle, journal boxes for the axles guided for vertical movement on the frame, a spring support in terpos'ed between the frame and journal boxes comprising a half-elliptic leaf spring on each journal box, one end of each spring having support against the frame, a longitudinal equalizing lever mounted on the frameand acting against the other end of each spring, and a transverse equalizing lever mounted on the frame and acting between the longitudinal equalizing levers.

4. In a locomotive, a frame having sides of hollow section connected at one end by a bumper, an axle, journal boxes for the axle,

a spring interposed between each journal box and the frame, a longitudinal equalizing lever mounted within each hollow side and connected to the adjacent spring, and a translever mounted on the bumper and connecting lovers.

5. A locomotive having side frame members upon and between which the engine is adapted to be mounted a transverse frame member connecting said side frame members, an axle, and a spring mounting for the axle including a spring for each end of the axle, a longitudinal equalizing lever mounted on each side frame member and connected with the adjacent spring, and a transverse equalizing lever mounted on the transverse frame member and connecting the longitudinal equalizing levers. I r

6. A locomotive having side frame members of hollow section connected at one end by a bumper, each side frame having pedestal jaws and a transverse opening thereabove, an axle, journal boxes for the axle guided by said pedestal jaws, a spring structure mounted on each journal box anddisposed in the opening thereabove with one end of the structure in supporting contact with the side frame and the opposite end free, and an equalizing structure connecting the free ends of the spring structures including parts mounted within the hollow side frame and a transverse part mounted onthe" bumper.

7. In a locomotive, the combination of a frame having side members connected by a transverse member, an engine interposed between and mounted on the-side members, an axle beneath the engine, and a cross equalizing spring support for the axle. including equalizing members mounted on the side members and connected transversely by means extending across one end of the-engine.

8. A locomotive the 'frame'of which is cast integral to provide hollow section sides having pedestal jaws and a front bumper having a rearwardly extending lever supporting bracket, an engine adapted to be mounted on the frame upon and between the sides and extending forwardly 7 beyond the pedestal jaws, an axle having said pedestal jaws, a half-ellipticf'spring mounted on each ournalbox and having supporting contact at its rear end with the side frame, the forward end of the lever being free, a longitudinal equalizing lever mounted within each side frame and having supporting contact at its rear end with thefree end of the adjacent spring, and a transverse equalizing lever mountedon the said lever supporting bracket and connected at its ends with the forward ends of the longitudinal equalizing levers.

.WILLIAM G. WHITGOMB.

WILLIAM F. ncxan'r.

'ournal boxes uided b

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