US1736881A - Locomotive - Google Patents

Description

R. F. HALL LOCOMOT IVE Nov. 26, 1929.

Filed May 12. 1927 Patented Nov. 26, 1929 UNHTED STATES ROBERT F. HALL, OF SCI-IENECTADY, NEW YORK LOCOMOTIVE Application filed May 12,

My invention relates to means for flexibly supporting the live, or spring supported portion of a locomotive engine, and its object is to so dispose the systems into which the .5 spring appliances are divided, as to more favorably distribute the loads thereon, while preserving the stability of the spring supported portion of the locomotive against lateral rolling movement due to irregularities in the track, centrifugal action on curved track, etc.

A further object of the invention is to provide for the utilization of the improvement on locomotives of the three or four cylinder type, in which space is limited in the portion of the locomotive adjacent to the connections of the inside cylinder or cylinders, by the application of two equalizers between the driving wheels and the leading truck, said equalizers being disposed on each side of the middle longitudinal plane, where the clearance from adjacent parts is most favorable for their location.

The improvement claimed is hereinafter fully set forth.

In the accompanying drawing: Figure 1 is a diagrammatic side viewv of a locomotive engine, illustrating an application of my invention; Fig. 2, a plan view of the same, with the boiler removed; and, Fig. 3, a plan view of an alternate type of equalizer.

In the practice of my invention, referring descriptively to the specific embodiment thereof which is herein exemplified in a locor motive of the so-called Mountain or 4- 82 type, having a four wheel leading truck, 1, a group of eight driving wheels, 2, and a two wheel trailing truck, 3, the equalizing appliances are divided into two systems. The first or forward system includes the equalizing appliances of the first and second pairs of driving wheels, and the leading truck, these being springs, 4, spring hangers, 5, and side equalizers, 6, and a cross equalizer, 7, the eading truck constituting a central support, and the springs and equalizers, on opposite sides, forming two side supports. The equalizers are spaced at such distance apart that this system is substantially not cross equal- 1927. Serial No. 190,706.

ized for the normal maximum side rolling movements of the spring supported parts.

The second or rear system of equalizing appliances includes those of the third and fourth pairs of driving wheels, and the trailing truck, these being springs, 4, spring angers, 5-, and equalizers, 6 the springs and equalizers on opposite sides forming two side supports. The equalizers, 6, of the rear system, may either be connected directly to the driving spring arrangement, as shown, or a cross equalizer may be applied, as in the forward system.

In the ordinary construction, the system above described is applied in substance, but without the relation to a rear system which characterizes my invention. All four pairs of driving wheels are equalized with the trailing truck, with or without a transverse equalizer in rear of the fourth driving axle, and the front ends of the springs over the first pair of driving wheels, are connected by hangers directly to the frame of the locomotive, no equalizer being applied between the driving wheels and the leading truck, nor transversely for connection of the front driving Wheel springs. My improvement results in transferring the deadend attachments of the driving springs to the frame, to a position near the centre of the driving wheel. base, instead of at the front end, as in present practice.

Instead of applying two separate equalizers, as shown in the drawing, they may, without departure from the spirit of my invention, be formed in a single structure, 8, (Fig. 3), having bifurcated end members and a common fulcrum in its body, intermediate said end members, which rest on two points each, of the transverse equalizer and leading truck centre pin, respectively.

It will be noted that, under my invention, with the location of the centre of gravity of the live loads above the spring rigging and equalizer proportions given, the loads on all the springs and on the leading truck, are

' determinate, as in the present standard construction. The equalization of the front driving wheel system with the leading truck, renders these loads determinate, and themtroduction of more than two independent equalization systems makes them indeterminate. Two equalizers between the front driving system and the leading truck are provided for the purpose of increasing lateral stability.

I claim as my invention and desire to secure by Letters Patent:

1. In a locomotive, the combination of a frame; a group of driving wheels, ournalled therein; a leading truck, swivelling,relatively to said frame; equalizing means on each side of the locomotive, interposed between the driving wheels and the truck, including a transverse equalizer connecting the equalizing means at points forwardof the group of driversand means having connections with said transverse equalizer and truck at points on each side of the longitudinal center of the locomotive adaptedto transmit and deliver weight to the truck on opposite sides of its longitudinal mlddle plane.

2. Ina locomotive, the combination of a frame; a group of driving wheels, journalled therein; a leading truck and a trailing truck,

each swivelling relatively to said rame; equalizing means, interposed between the driving wheels and the leading truck and adapted'to transmitweiglit'irom portion of thewgroup'of driving wheels, and deliver :It to the leading truck on opposite sides of its longitudinal central planes and equalizing means, interposed betweenztlie driving wheels and the trailingtruck, and adapted to transmitweight from another portion of the group ofdrivingwheels, and deliver it to the trail- :ing truck, on opposite sides of its longitudinal middle plane.

3. In a locomotive, the combination of a frame ;.a group of drivlng wheels, oiii'iialled "therein; springs, through which weightis supported on said driving wheels; a leading truck, wivelling relatively to the frame; equalizing means connected to the-springs of a pair of driving wheels on each side of the locomotive including a transverse equalizer and hangers connecting the equalizing means to thesprings :at points forward of'the group of drivers and means having connections with said transverse equalizer and truck at points on each side of the long1tudinal center of the locomotive for delivering weight supported on the driving wheels, to said truck, on opposite sides of its longitudinal middle plane. i

4. In a locomotiveythecombination of a frame; agroup of driving wheels journalled therein; springs through which weight is supported on said driving wheels; a leading truck and a trailing truck, each swivelling relatively'to the frame; springhanigers, connected to said springs; equalizers, connected tospring hangersiof the vforemost pair of driving wheelsyand delivering welght' supported byfaportion of the group of driving members projecting from said body, having their respective arms forming the bifurcation suitably spaced from each other, to adapt them for engagement at two spaced points on a:transverse-equalizer member and wi h a truck on opposite 'SlClGSiOI' thQ longitudinal' central plane of the locomotive.

6. Ina locomotive, the combination of a frame; a truck swiveling relatively to said frame; a. group of driving wheels iournaled in the frame equalizing means interposed-between the driving wheels and the truck, each side of the locomotive includinga transverse equalizer connecting the-equalizing means at points forward of the group of drivers [and means having connections with said transverse equalizer and truck-at points-on each side of thelongitudinalcenter ofthe locomotive adapted "to transmit weight from a portion of the groupv of driving Wheels and delivering it to thetruck on opposite sides of its longitudinal central plane; and equalizing means independent-of said first equalizing means for another portion of the group of drivers.

'7. A (locomotive equaliz-er, comprising a fulcrum; a pair of members'beyond the fulcrum at one end'of "the equalizer, suit-ably spaced from each other to adaptweaclrforoperable engagement with' equalizing means of the locomotive for the transmission of weightpand means beyond "the fulcrum, at the opposite end of the equalizer, adapted for operable engagement with: resilient means of the locomotiveifor the" transmisioir of weight.

8. A locomotive equalizer, comprising a fulcrum; bifurcated means beyond the fulcrum, at one end of-the equalizer, the members forming the 'bifurcated -means, being 1 suitably spaced fromeachj other, to adapt each member for operable engagement with of weight. w

ROBERT HALL.

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