US2121782A - Supporting mechanism for locomotives - Google Patents

Description

June 28, 1938. F. B. BARCLAY surronwme MECHANISM FOR LOCOMOTIVES 3 Sheets-Sheet 1 Filed July 21 1934 June 28, 1938. F. B. BARCLAY SUPPORTING MECHANISM FOR LOCOMOTIVES 3 Sheets-Sheet 2 Filed July 21, 1934 June 28, 1938. F. B. BARCLAY I SUPPORTING MECHANISM FOR LOCOMOTIVES Filed July 21, 1934 3 Sheets-Sheet 3 ,40 Fig. 11 is a section on the line Il-Il of Fig. -10.

Patented June 28, 1938 qsiirr on'r'iNe MECHANISM Fox I '1". "'noooMo'rIvEs rank B. Barclay, Chicago, 111. Application July 21 1934, Serial No. 736,304 r sclaims -(o1. -1o5-82) This invention relates to the spring supporting mechanism for railway locomotives.

One of the objects of theinvention is the p r0 vision of new and improved means for supporting a locomotive from-thetrucks'whereby' shocks and vibration ofthe mechanism will be reduced .to-aminimum; J v

" Another'object of the invention is the provision of a shock absorbing mechanism for locomotives that may be readily applied to the conventional locomotive at a minimum of time and expense. A stillfurther object of ;theinvention is :the

provision of new and improved supporting mechber with the invention in position thereunder,

, tributing the load or weight of the locomotiveand anismfor locomotives that will efficiently absorb violent shocks and vertical vibrations of the same which is simple-in construction, efficient inoperation; easily installed, and not likely to become broken or out-of-repair.

Other andfurther objects and advantages of the invention will appear from the following description, taken in connection with the accompanying drawings, in which r Figs. la and 1b are side elevations of alocomotive with parts broken. away Fig. 2 is aside elevation of a spring support ing bar and spring for the fronttruck equalizer shown on an enlarged scale; I

. Fig. 3 is atop plan view thereof; i r

Fig. 4 is a section on the, line 4J.4 of Fig. 2; Fig. 5 is a side elevation of an equalizer mem-v shownon an enlarged scale; o

;,Fig. 6 is a top plan view thereof; 1

Fig. 7 is a section on the line l--! of Fig.5;

- Fig; 8 is a side elevation of a portion of a locomotive showing the application of a modified form of theinvention; Fig. 9 is a section on'thexline 9-9 of Fig. 8;

, Fig. 10 is a side elevation of the construction shown. in Fig. 9, with parts in section;

It :is'common practice in locomotives to provide a system of load ,equalizingmechanism' for disassociated mechanism to all of the axles whereby the individual axles will not be placed under ex- .cessive strain when the trucks'of the locomotive pass over an uneven road bed. This-equalizing mechanism is usually provided with heavy springs which do not readily absorb a very large amount of, the shock, due to their stiffness, and, asa consequence, vibration and shocksincident to high speeds over the inequalities in the road are transmitted to they mechanism, and are very detrimental thereto; g I I A The present invention seeks to eliminate these defects by the provision of :mechanism that will absorb the shocks and vibrationto which the locomotive is subjectedunder normaloperating conditions: The partsare so constructed that sorber unit or'assembly 29.

i The assembly 29 may,be:so' constructed'that smaller capacity than the conventional-springs used on locomotives,- but the more violent shocks .will be. absorbedby the shockabsorbing mechanism which reinforces the capacity of the springs.

light shocks will be resisted by springsof much I -In theuse of the stifi springs commonly em- 'ployed on locomotives, the inertia of'the-parts during shocks is not properly absorbed, and;-as a consequence, there is unnecessary wear on the moving parts, a tendency to loosen the' operating mechanism and, in some cases, tocause crystallization and a consequent weakening: of theparts. Referring now to; the drawings, the reference character 10 designates generally a locomotive comprising a boiler I Lsupporting frameglfi and various accessories. The locomotive is carried-by tions. .Any suitable number of driver wheels may be employed. In the form of construction shown, the locomotive is of the type having four driver wheels on each side.

A suitable load equalizing mechanism l 9 is em- 'ployed for distributing the load to'theaxles of the locomotive trucks. 7 This mechanism maybe of the usual or well-known type in which the present inventionis substituted; for the usual sup;

portingsprings; This mechanism comprisesa plurality of pivoted elements or driverequalize'rs 2| which are pivotally connected to the frame 12 of the locomotive; These elements are connectedto supporting membersor driver equalizer bars 22 located'above the axles "23 of the drive wheels by means of the links '24. There are'four of the driver bar equalizers, one above'each axle, as shown on the drawings. A driving box saddle 25 rigidly securedto the journal box 26 extends upwardly from each axle andi'ts upward end'is recessed forreceiving a corresponding projection 21' on the base '28- of thespri'ng and shock'f abit'may be substituted in existing structures for the driver and equalizer springs at presentemployed;

Since the arrangement of the spring and shock absorber assembly and its attachment to: the equalizer mechanism is the same for each-driver wheel, only one need be described. This assem bly comprising the base plate 28' (see Fig. 5) is thereon.

absorbing unit substituted therefor. For this reason, the bar 22 is preferably bowed upwardly for accommodating the spring assembly 29 without necessitating any changes in the length of the links 24.

A suitable shock absorbing member or unit 33 on the assembly 29 is provided for assisting in absorbing the shocks incident to, the running of the locomotive. This unit may be of any suitable construction. The details of the same constitute no part of the present invention, and, as

shown, comprises a base 36. shown in detail in Fig. 11 and a standard 34 having the inclined Wedging faces 35 thereon. adapted to be engaged by a plurality of wedge members 36 which have inclined faces 31 cooperating with the Wedgefaces 35. The lower ends of the wedge members 36 are flanged outwardly, as at 48, and an annular spring seat 3'! is seated The wedge members 36 are adapted to be frictionally engaged by the friction shoes 38 having each inclined inner surfaces 39 for frictionally engaging the exterior of the wedge members 36 A friction spring 4| seated on the annular spring seat 31 surrounds the shoes and frictionally' engages the same. An annular seat 42 surrounds the shoes 38 and is engaged by the upper end of the spring 4!. This annular seat in turn engages the flanges 43 on the shoes 38.

During the compressionof the shock absorbing unit, the shoes 38 are forced downwardly and this, in turn, by its frictional engagement with the wedge members, will cause said wedge members to engage the wedge surface 35 for forcing the shoes outwardly for increasing the friction between said shoes and the friction spring 4|. The compression of the unit will meet with increased resistance due to the wedging action of the parts, thereby gradually absorbing the shocks which may be delivered thereto. There is atleast one of these shock absorbing units above each of the axles. b

The equalizing mechanisni'may be, and preferably is, extended to the trailer truck through the driver and trailer truckfequaliz'er; 44; the forward end of'which is connected to'the hanger 45 of the equalizing mechanism and the rearend of which is connected to a hanger 46 at its lower end. 7

The upper end of the hanger 46 is pivotally connected to a supporting member, or equalizer bar, 41, the rear end of which is pivotally connected to the hanger 48 which in turn is pivotally connected as at 49 to the rear end of the frame l2. Interposed between the trailer truck axle 52 and the equalizer bar 41 is a spring and shock absorbing unit or assembly 29 which may be of the same type as'that described above. The front truck, as shown, is provided with a separate equalizing mechanism from the driver truck, but it is understood that the, driver truck equalizing mechanism may be extended toinclude the front truck. In the form shown, equal-'- izer bars 53 of the usual construction, have their ends resting on the journal boxes 54 of the axles 55 and 56 of the front truck. A spring supporting and shock absorbing unit, similar to that described above, is adapted to be inserted be tween the spring bracket 58 and the equalizer bars 53 at each side of the truck. In the conventional type of construction, a leaf spring is usually supported by the bars 53 which, in turn, is connected to the bracket 56. In the present construction, this spring may be removed and spring supporting member 59 may be subst u d The faces 35 are,

therefor. This member is shown enlarged in Fig. 2 and is provided at each end thereof with openings 6| and 62 for connecting the same to the equalizer bars 53. The central portion of the member 59 is depressed and is provided with seats 63 in which the spring units 64 and 65 and shock absorbing unit 66 are adapted to seat.

A suitable cap member 61 having seats 68 on its under side for receiving the upper ends of the springs .64 and 65 and spring unit 66 has an "upwardly extending projection 69 convex on its upper end which is adapted to engage a corresponding recess in the lower end of the bracket 58, which, in turn, is rigidly connected to the framelZ.

It will thus be seen that a'spring and shock absorbing unit may be substituted for the 'conventional driver springs usually employed and one is also substituted for the supporting spring on both the front and trailer trucks. Theseunits are so constructed that they may be substituted for these springs without any modification whatever to the remaining parts of the equalizer mechanism. 3

The form of construction shown in Figs. 8, 9, 10 and ll differs fromthat described in that the spring supporting and shock absorbing unit if! is applied at a different place. In this construction, it is interposed between the driver equalizers ll and the hangers 12. In the form of construction shown, a pair of hangers 12, one at each side of the unit is provided. The base 86 of the unit is provided with an opening 13 to which the lower ends ofthe hangers 12 are connected, as by bolts 74. The cap plate l5 of the unit is provided With a recess or bearings 16 in which a projection 11 on the endof the spring equalizer H is'adapted to engage. The base and cap plates are recessed, as at 18 and 19 for receiving the hangers 12, as clearly shown in Figs. Sand 9, whereby the unit is held in upright position. b

One of these units "may be inserted between each hanger and the spring equalizer if desired, so there will be two of these units for each axle, ora single unit for each axle may be employed, as disclosed in the drawing.

In this arrangement the'usual springs maybe retained, it being necessary only to substitute the equalizers H. The equalizers ll are bent upwardly at their ends for accommodating the springand shock absorber units without increasing the lengths of the hangers l2. 7

While I have disclosed a particular type of spring supporting and shock absorbing unit, it is understood that other types may be employed in connection with the equalizing system. By means of; this arrangement, minimum shocks will be absorbed by the springs which are of lessc apacity thanthe conventional springs and the severer shockswill be absorbed by the shock absorbing units. In this way, the locomotive and associated parts will be relieved of the abrupt shocks to which they are subjected with the present equipment and as a consequence the life of the parts will be greatly extended.

I claim as my invention:

1. In combination, a locomotive, truck members beneath said locomotive, said truck members comprising a plurality of wheels and axles, and means including an equalizer mechanism for supporting said locomotive from said axles, said mechanism comprising equalizers for distributing the Weight of said locomotive on said axles and coil springs and resilient shock absorbing units operating in parallel for absorbing shocks incident to the 'runningof the *locomotiveand I preventing the same from reactingron said locomotive, said shock. absorbing units comprising load supporting coilsprings and friction elements within said'springs for yieldingly resisting the compression of said units, said units oncertain of said truck membersbeing vertically. above the supporting axles. of said truckmembers and the remainder being between the supporting axles of certain other of said truckmembers.

2. In combination, a frame, a locomotive supported by said frame,a plurality of trucks, in-

I is

eluding a plurality iofjwheels and axles for sup porting said frame, equalizermechanism for supporting said frame from said axles, said mechanism comprising rigid equalizers fulcrumed on the'frame between saidaxles, hangers connected to the ends of said equalizers and extending upwardly therefrom, rigid equalizer bars. to which adjacent hangers ,of adjacent equalizers are pivotally connected, saddle members for supporting said bars'from' said axles, and means com-V prising helical springs and cylindrical shock absorbing units between said saddle members and said bars for resiliently supporting said locomotive and for absorbing shocks delivered by said axle to said means through said saddle members,

said meansoperating in parallel.

r so 3. n combination, a locomotive, a'frame for supporting saidlocomotive, a plurality of axles beneath said frame, equalizer mechanism for supporting said frame from said axles and for equalizing the weight of said locomotive on said axles, said equalizer mechanism'comprising a plurality of rigid equalizer bars pivoted at their central portions to said frame at points between said axles, a hanger'pivotally connected to each end of said equalizer bar, a plurality of rigid equalizer bars connected to said hangers, saddles supported by said axles and extending upwardly therefrom, spring and shock absorber units interposed between said saddles and the second-named equalizer bars for absorbing shocks incident to the running of said locomotive, each of said shocl; absorbing units comprising friction members, means for forcing said members into frictional contact upon the compression of said unit, and resilient means for returning the parts to normal position after release, said'spring units consisting of helical springs.

'4. In combination, a locomotive supporting frame, means including wheeled axles for supporting said frame, bearings for said axles, said means comprising a plurality of equalizer bars pivoted at their'central portions directly to said frame, a plurality of supporting members above said axles, hanger links between the ends of said bars and members, supports rigidly connected to said bearings and extending a material distance above said axles and supported thereby,

and a plurality of springs and a load supporting friction shock absorbing unit between each of said supports and an intermediate portion of each of said supporting members, said units being substantially in the vertical plane of the corresponding axles and constituting fulcrums for said member. r

5. In combinatiom a'frame, a locomotive supported on said frame, a plurality of trucks having wheeled axles, equalizer 'mechanism including equalizer bars and connecting members for equalizinggthe weight of said locomotive on said axles, .means engaging said' equalizing -mechanism for supporting the same and said locomotive therefrom, said means comprising a plurality of spring assemblies, saddles supported by said axles and in turn supporting said assemblieseach 1 assembly comprising a plurality of helical springs,

and a spring, friction unit, said unit comprising friction members, Wedge elements for forcing said elements into frictional contact upon the compression of said unit and a spring for returning the parts to normal position after compression,

said helical springsbeing more resilient and of less capacity thantne conventional locomotive springs, said springsand friction unit operating in parallel. 1

6. In a locomotive, a frame, a plurality of wheeled axles, means including spring members and equalizing mechanism for supporting said frame from said axles and for equalizing the load on'the axles, said mechanismincluding a plurality of elements pivotedito' said frame, a a

plurality of members pivotedflto each other and to said elements, saddles, extending upwardly above said axles, means including resilient members and spring units operating in parallel andengaging portions of said equalizing mechanism for supporting the same from said saddles, each unit comprising friction elements, wedging means neath said frame, journals for said axles, saddles secured to and extending above said journals, means including spring members and equalizing mechanism mounted on said saddles for resiliently supporting said frame from said axles and for equalizing the load on said axles, said members comprising springs easily flexed and of smaller capacity than the conventional locomoe tive springs and shock absorbing spring unitsy said units being located one above each saddle and constituting fulcrui'ns'for parts of said equalizing mechanism, each unit comprising a pluralityof friction elements, wedges for forcing said elements into frictional contact, and a spring for assisting in resisting the compression of said unit and for returning the'parts to normal position after compression.

8. In a locomotive, a boiler, a truck frame for supporting said boiler, wheeled axles for sup porting said frame, bearing members for said axles, saddles extending upwardly from said bearing members, means for supporting the weight of said frame from said saddles and for equalizing said weight on said saddles, said means comprising a system of equalizing bars, certain of which are pivoted directly to said frame, connecting members and resilient and shock absorbing units operating in parallel for supporting said frame from said saddles, each of said shock absorbing units comprising a load supporting spring, a plurality of friction elements, and

means for forcing said elements into frictional contact upon the compression of said unit.

FRAN K B. BARCLAY.

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