US2229624A

US2229624A - Adjustable equalizer fulcrum arrangement

Info

Publication number: US2229624A
Application number: US203591A
Authority: US
Inventors: Edward J Harley
Original assignee: Individual
Current assignee: Individual
Priority date: 1938-04-22
Filing date: 1938-04-22
Publication date: 1941-01-21
Anticipated expiration: 1958-01-21

Description

Jan. 21, 1941. k J HARLEY 2,229,624

ADJUSTABLE EQUALIZER FULCRUM ARRANGEMENT Filed April 22, 1938 2 Sheets-Sheet l INVENTOR EDWARD U. HHBLEY Jan. 21, 1941. E1 A L Y 2,229,624

ADJUSTABLE EQUALIZER FULCRUM ARRANGEMENT Filed April 22, 1938 2 Sheets-Sheet 2 INVENTOR Emx/man d. HHELEY Patented Jan. 21, 1941- PATENT OFFICE ADJUSTABLE EQUALIZER FULCRUM ARRANGEMENT Edward J. Harley, Philadelphia, Pa. Application April 22, 1938, Serial No. 203,591

8 Claims.

This invention relates generally to spring rigging equalizing systems for locomotives and particularly to an improved adjustable fulcrum for equalizing beams applicable to two or four wheel leading or trailing locomotive trucks or other parts of the main equalizing spring rigging system.

A great many arrangements have heretofore been suggested or used to provide an adjustable fulcrum between an equalizing beam and the locomotive or truck frames in order to properly distribute the load on the truck or locomotive Wheels. One customary arrangement employs several longitudinal spaced sets of holes, the fulcrum pin being inserted in thesets of holes which produce, or comes the nearest to producing, the desired weight distribution. The number of possible adjustments in such an arrangement is limited to the few number of holes usually three. Inasmuch as only one hole would be ultimately used, it is seen that unnecessary cost is involved in initially providing the extra holes as well as providing only a limited number of possible ad- 25 justments. Many other prior arrangements have employed fulcrum blocks with a plurality of holes or a single hole is eccentrically located in a multi-side block that is bodily removable and insertable in different angular positions. These arrangements have the same above objection of providing a very limited number of possible adjustments. Another objection to these'prior arrangements is that the adjustment from one position to another cannot be made with maximum ease and dispatch.

It is an object of my invention to provide an improved equalizing beam fulcrum arrangement that is adjustable for an infinite number of positions thereby permitting a very effective and 40 highly satisfactory distribution of weight.

A further object is to provide an improved adjustable equalizing beam fulcrum that can be conveniently and effectively adjusted with minimum time and efiort as well as minimum initial cost.

Another object is to provide an improved adjustable fulcrum for equalizing beams that is relatively simple and compact and yet has a high degree of sturdiness and durability.

Other objects and advantages will be more apparent to those skilled in the art from the following description of the accompanying drawings in which:

Fig. 1 is a fragmentary side elevation of a locomotive embodying my improved adjustable beam fulcrum in connection with a trailing truck;

6-6 of Fig. 4; 15

Fig. 7 is a perspective of one portion of an equalizing beam with the fulcrum seat shown thereon;

Fig. 8 is a perspective of a combined fulcrum 2 block and pin. 0

In the particular embodiments of the invention, such as are disclosed herein merely for the purpose of illustrating certain specific forms among possible others that the invention might take in practice, I have shown a conventional 25 spring rigging system having main locomotive driving springs I and truck springs 2 of a four wheel trailing truck. The springs are connected to the truck frame 3 and main locomotive frame '4 through usual equalizing beams, all of which 30 are generally numbered 5 and the springs in turn are supported on truck wheels 6 and driving wheels 7. For the purpose of illustrating my improved fulcrum only the truck frame need be 35 described although various other types of frames could be obviously used. The term frame as herein used in reference to a locomotive refers to either a locomotive or truck frame.

Each side of the frame has a pair of longitudinally extending pieces 8 and 9 provided with longitudinal openings I0 and H in transverse alignment with each other. The frame is supported on the equalizing beams through a usual fulcrum pin I2 the opposite ends of which are journalled in fulcrum blocks I3 and i4 identical to each other and bodily shiftable in a longitudinal rectilinear position. Each block has a substantially rectangular portion with upper and lower parallel surfaces l5 fitting within their respective 50 longitudinal frame openings l0 and II and snugly slidably engaging the walls thereof. The rectangular portions of these blocks terminate flush with the inner vertical surfaces of the frame sides 8 and 9 and project laterally beyond the 5 outer surfaces thereof. An extension Iii pro:- jects downwardly from the lateral portion of the blocks for overlapping and engaging the outer surfaces I! of the frame 8 and 9. The equalizing beam 5 has an elongated horizontal slot I8 snugly receiving a longitudinally slidable rectangular fulcrum block l9. All of the fulcrum blocks have a single cylindrical opening for fulcrum pin l2.

In operation, the equalizing system of the locomotive is completely assembled with the shiftable blocks l3, l4 and 19 approximately longitudinally positioned in their respective elongated openings. These blocks may if desired be temporarily tacked in place by welding between the blocks and frame at corners such as 20 and 2| of the frame blocks and at the corners of the equalizing beam and beam blocks If) as indicated at 22. After the locomotive is completely assembled and weighed, if it is then necessary to shift the fulcrum pin of any of the equalizing beams to adjust the distribution of load on the wheels, the temporary tacking can be easily cut away to allow the shiftable blocks to be moved in either direction and to any desired extent lengthwise of the slots I0, I l and Hi. When the proper positions of the fulcrums are obtained, the fulcrum blocks 13, I and [9 are then suitably permanently secured in position preferably by completely welding at the various points of juncture previously indicated for temporary tacking. Even this permanent welding can be readily removed at any future time in the event that subsequent operation of, or alterations or additions to, the locomotive should require further shifting of any fulcrum. In any case, however, it is seen that the position of the fulcrum can be determined and obtained not only with maximum ease and minimum expense but also with great accuracy. It is never necessary to bodily remove or replace any of the pins or blocks to effect an adjustment all of the parts simply remaining in their normal operative relation regardless of the infinite number of adjustable positions that are available. Such an arrangement is conducive to maximum flexibility of production and complete satisfaction to a railroad as to the weight distribution desired by it. It will also be apparent that instead of using temporary tacking, the fulcrum blocks may be placed in position and left untacked, there being sufficient supporting contact between the various parts. In this case, after the locomotive is weighed the fulcrum blocks may be shifted as necessary and then permanently secured to the locomotive or truck frames and to the equalizing beams as previously mentioned.

From the foregoing disclosure it is seen that my improved arrangement allows an infinite number of positional adjustments of the fulcrums with a structure of great simplicity and sturdiness, it being noted that the longitudinal bodily shifting of the fulcrum blocks permits the elongated openings to have a minimum vertical height and therefore it is only necessary to remove a minimum amount of material from the equalizing beam or from the frame and consequently maximum strength is maintained without sacrificing the incremental adjustments while at the same time permitting the very maximum range of adjustment to be made.

In the modification of Figs. 4 to 8, the frame is provided with transversely aligned elongated openings 25 located substantially above the level of the upper edge of an equalizing beam 26. A

fulcrum seat block 21 is placed on the upper edge of the equalizing beam while a combined fulcrum pin and block generally indicated at 28 is associated with the frame. As shown in Figs. 4, 5 and 8, this combined block comprises inner and outer

vertical portions

29 and 30 connected by a transverse upper portion 3| and a semicylindrical element 32 which is herein referred to as a fulcrum pin. Projecting downwardly from the outer portion 3!] is an extension 33 corresponding to the extension I 5 of the preferred form. This combined block is inserted within the openings 25 formed in each of the

frame Walls

35 and 36 with the upper and lower horizontal surfaces of the

vertical portions

29 and 30 snugly and longitudinally slidably fitting the parallel walls of openings 25 while the extension 33 rests against the outer surface of the frame side 35, Fig. 5. The fulcrum pin 32 is seated in block 21 to support the weight of the locomotive on the equalizing beam. To prevent the semi-cylindrical pin and seat from completely separating at any time, a stud 38 is fastened in the frame beneath the equalizing beam.

In this modification, the equalizing system is assembled and the shiftable fulcrum blocks temporarily tacked in their approximate position or loosely left therein, but in either case after the locomotive is weighed the

blocks

21 and 28 may be longitudinally shifted to adjust the position of a fulcrum. The block 21 is secured to the equalizing beam 26 as by welding at 39 While the frame block 28 is welded to the frame as at 4!]. This arrangement has all the advantages of the preferred form. If a very small adjustment is necessary in either form, the blocks associated with the equalizing beams may be shifted thereon without disturbing the frame blocks but for most adjustments it is desirable to shift both sets of blocks to maintain the normal vertical position of the spring hanger links.

t will of course be understood that various changes in details of construction and arrangement of parts be made by those skilled in the art without departing from the spirit of the invention as set forth in the appended claims.

I claim:

1. The combination in a locomotive comprising, a frame having transversely opposed spaced walls with longitudinally elongated but transversely aligned openings therein, a spring rigging system having an equalizing beam disposed between said spaced walls, a fulcrum pin for supporting said frame on said beam, pin supporting means disposed within said openings and being longitudinally incrementally bodily shiftable therein in a rectilinear direction for adjusting the positon of the fulcrum pin relative to said frame, and means for permanently and immovably securing said pin supporting means in any incremental position to which it is bodily longitudinally adjusted.

2. The combination in a locomotive comprising, a frame having opposed spaced walls with longitudinally extending but transversely aligned openings therein, a spring rigging system having an equalizing beam disposed between said walls, a fulcrum pin, fulcrum blocks associated with said equalizing beam and frame walls for connecting the beam and frame together by said pin, said fulcrum blocks being incrementally bodily shiftable in a longitudinal rectilinear direction in said openings relative to said beam and frameto adjust the position of the fulcrum pin, and means for securing said blocks in their incrementally adjusted position.

3. The combination in a locomotive comprising, a frame having opposed spaced walls, a spring rigging system having an equalizing beam disposed between said walls, said opposed walls having longitudinal openings in transverse alignment with each other, fulcrum block means disposed in each of said aligned openings so as to be incrementally longitudinally bodily shiftable thereof in a rectilinear direction Within said openings, a fulcrum pin associated with said block means, and longitudinally adjustable means associated with said beam for supporting the intermediate portion of said pin by said beam.

4. The combination in a locomotive comprising, a frame having opposed spaced walls, a spring rigging system including an equalizing beam disposed between said walls, said frame and beam having transversely aligned longitudinally elongated openings, fulcrum blocks disposed respectively in said openings so as to be longitudinally bodily shiftable therein in a rectilinear direction, a fulcrum pin journalled in said blocks, and means for holding said blocks in position within said openings,

5. The combination in a locomotive comprising, a frame and a spring rigging system having an equalizing beam, said frame having opposed vertical sides between which said equalizing beam is disposed, said frame sides and beam having transversely aligned longitudinally elongated openings, fulcrum blocks disposed within the openings of said frame sides and having an extension overlapping the frame sides, a fulcrum block disposed within the opening in said equalizing beam, a fulcrum pin journalled in all of said blocks, said openings being arranged to allow said blocks to be bodily longitudinally shifted therein in a rectilinear direction to effect any desired extent of adjustment of the fulcrum pin, and means for securing said blocks to their respective frame and beam elements.

6. The combination set forth in claim fur ther characterized in that said securing means engages said fulcrum block extensions and frame.

'7. The combination in a locomotive comprising, a frame and a spring rigging system having an equalizing beam, said frame having opposed vertical sides between which said equalizing beam is disposed, said frame sides and beam having transversely aligned longitudinally elongated openings, fulcrum blocks disposed within the openings of said frame sides and having an extension overlapping the frame sides, a fulcrum block disposed within the opening in said equalizing beam, a fulcrum pin journalled in all of said blocks, said openings being arranged to allow said blocks to be bodily longitudinally shifted therein to effect any desired extent of adjustment of the fulcrum pin, means/for securing said blocks to their respective frame and beam elements, said securing means including a welded seam between said fulcrum block extensions and frame sides, and welded seams between said equalizing beam and its fulcrum block.

8. The combination in a locomotive comprising, a frame and a spring rigging system having an equalizing beam, said frame having opposed vertical sides between which said equalizing beam is disposed, said frame sides and beam having transversely aligned longitudinally elongated openings, fulcrum blocks disposed within the openings of said frame sides and having an extension overlapping the frame sides, a fulcrum block disposed within the opening in said equalizing beam, a fulcrum pin journalled in all of said blocks, said openings being arranged to allow said blocks to be bodily longitudinally shifted therein to effect any desired extent of adjustment of the fulcrum pin, and means for securing said blocks to their respective frame and beam elements, said securing means including welded seams between said frame and equalizing beam and their respective fulcrum blocks thereby allowing said blocks to be secured in any position to which they are incrementally adjusted, said openings providing lateral access to said seams whereby said beams and frame may be permanently connected together after completion of the assembly and weight distribution of the locomotive.

EDWARD J. HARLEY.