US227029A - William masoh - Google Patents

Description

W. MASON. Locomotive,

Engine. afi'emed'A pril 27,1880.

' parts f :7, extending dire; dy under the said of a locomotive-engine bogie and its lead- Ni'ih 'TATES r i WILLIAM Meson, or TAUNTON, MASSACHUSETTS.

, too-brnormaataciwe.

" v SPECIFICATI ON forming part of Letters Patent ihlo.'227 ,029, dated April 27, Application filed January '2, 1880.

To all whom it may concern:

Be it known that 1, WILLIAM Mason, of Taunton, of the county of Bristol and State of Massachusetts, have invented a new and useful Improvement in Railway Locomotive-Engines; and I do hereby declare the same to be described in the following specification and represented in the accompanying drawings, of which- Figure l is a side elevation Fig. 2 is a bottom view; Figs. 3 and 4, longitudinal sections ing-truck provided with my invention, the nature of which is duly set forth in the claims hereinafter presented.

The object of the invention is to enable a leading-truck that is articulated in itself, as well as in-its co'nnectionwith and adaptation to the forward pair of driving-wheels of the locomotive, to allow its. wheels to conform or adapt themselves. freely to the various inequalities and undulations vertically of the rails of a railway-track, while at the same time, being entirely rigid laterally, it steadies the engine on a straight line and prevents any wabbling or zigzag movement, and its controlling power of resistance in changing from a straight line to a curve forces the forward end of the machine inward, so as torelieve the flange on the tires on the forward driversfrom, the outside rail of the "curve, and prevents undue wearing of the flange and the cutting of the rail.

In the drawings, A denotes the swiveling. truck or steam-cylindersupporting bogie, as usually termed, of a doublegbogie locomotive with its two axles a b and four wheels, 0. The two side frames, at, of thebogie are shown as extended in advance of the wheels and supporting the strong bed or cross-piece e, by which the steam-cylinders are sustained. The

bed or cross piece, and to which it is fastened, are provided withrecessed boxes or pockets B, one of which is shown in longitudinal section in Fig. at and in under-side view in Fig. 5. At its rear end each piece TB is formed or provided with a cylindrical spring-holder, L, p

to receive a helical controlling-spring, M, through which and a disk or follower, p, an

eyebolt, q, is extended, as shown in Fig. 6, and

is furnished with a nut, r, the said figure being alongitudiiial section of the spring and its case or holder and eyebolt and the follower and nut. The pockets or boxes B are to re ceive in their recesses u and hold the fulcrumpivots g of the truck. The springs are attached to the truck by means of eyebolts s and q, in the manner and for the purposes hereinafter described.

The .leadingtruck consists of a pair of flanged wheel's, E, with their axle D and two side levers, G. ward ends are provided with journal-boxes u, that embrace the journals of the axle D. At their rear ends the said lovers 0 are loosely connected by hooked bearings h to a cross-lever, i, which at its middle is united with another such crossiever, k, by means of the link m. The lever is suspended at its ends from the springs o of the forward wheels of the 10- comotive by'means of screw-bolts, as represented.

At a proper distance from the rear ends of the side levers to insure the required division and give the due proportion of the weight to be carried by the forward wheels of the locomotive and the. leading-truck are placed the fulcrum-pivots -g. Furthermore, the two side levers, O, are connected near their fulcrum-piv- The said level-sat their forr ots by a cross beam or bar, F, which extends between them at right angles to each, and at itsends ishinged to swiveling wing-bolts Gr going through the levers O, and are secured by nuts H screwed on such bolts, but leaving them free to turn in their sockets to allow flexi- 'bilityi The bar-F is connected witht-he two side levers bytwo bent brace-bars, I K, formed and arranged as shown. The brace-bars are pivoted together at their centers, the long or front one being also pivoted to the two side levers, 0.

In other words, the levers are to be so con.

nected or to have the bars F, I, and K so adapted to them as, to allow the truck-wheels, while running on the rails, to adjust themselves to the undulations or any variations in altitude of such rails.

When the leadingtruck is in its place the eyebolts s, that secure the rear bent brace, I, to the. cross-bar F, are'united with the eyebolts q, that pass through the helical controllingeither on the right side or the left, as the case crumpivots g being held firmly against the ing-wheel entirelyclear of the outside rail, if

respects.

springs M, and the fulcrum-pivots g of the side levers enter the recesses u of the boxes B, above described. These recesses or pockets; as they may be termed, are made longer longitudinally than arethefulcrum-pivots g, in order to allow one of the latter to advance in passing curves Leading-trucks serve as an addition to the wheel base or support of a railway locomotive-engine, and are of great service in many My invention operates as follows: The fulrear ends of the recesses u of the boxes or bearing-pockets B by the controlling springs M, the leading-truck wheels are held rigidly in line with the driving-wheels, and consequently tend to prevent any wabbling or zigzag motion that the machine is liable to have when running rapidly on a straight track; and as this leading-truck is so flexible that each wheel can rise or fall to a reasonable extent independently of its fellow, and the whole truck is-so articulated and equalized in its connections with the driving-wheels that-either or both of its wheels can rise orfall, and any of the drivers can do the same. Consequently the disturbing forces are so divided through the articulations among all the wheels that the engine runs much smoother and steadier, comparatively speaking.

In turning curves the driving-wheels of a locomotive are inclined to go in a straight line, and will not vary-from it unless forced to do so. Consequently the flanges of the forward drivers are forced against the outside rail of a curve with all the power that is required to slip the opposite drivers on the inside rail. The result is that the flanges of the forward drivers are worn away very quickly and the rails correspondingly cpt away. My leading-truck prevents this undue wear-in this way. Each of the fulcrum-pivots y, when the engine is on a straight track, acts simply as a fulcrum for the lever; but on a curve suclt' pi'vot not only serves as such a fulcrum, but as a device for the truck to turn or slide on.

When a curve turns to the left the truck is forced from its line with the drivers and swings to thel'eft, and the center, on which it turns, is the fulcrum-pivot on the left side. Of course the fulcrum-pivot on the right side will be obliged to slide forward in its bearing re- 7 cess or pocket: This movement of the fulcrum forward is resisted by the power of the con trolling-spring on the same side to such an extent as to force the flange of the forward drivessary to prevent too much wear. lation is efi'ected by simply screwing or nu,-

desired; or it can be so regulated as to relieve the pressure against the rail to any extent nec- This reguscrewing the nut 1', thus giving the controlling-spring more or less resisting power.

When curves turn to the right the operation is the same; but the truck is forced to swing,

to the right, and turns on the fulcrum-pivot on The swingingef the truck on pivots situated on each side, like the fulcrum-pivots g,

The two levers O, at their front ends, are connected by a cross-bar, m, adapted to them, to allow of their independent movements, as de scribed, and to keep them duly apart.

What I claim as my invention is as follows, viz:

1. The side levers, 0, provided with the axleboxes 11/, andfulcrum-pivots g; in combination with plates-having pockets a, substantialiy as described.-

2. The combination of the side levers, 0,

provided with fulcrum-pivots g, and the cross or brace bars F, I, and K, adapted and arranged substantially as and for use as set forth.

3. The combination of the controllin g-sprin gs M and their housings L with the levers G, and with the recessed'boxes B thereof, substantial-lyas described.

4. The combination and arrangement of a leading-truck, constructed as described, with the steam-bogie of a 'bogie locomotive steamengine.

5. The combination of the pocketed pieces B, essentially as represented, with the truck and with the rocker-levers O and the cross and brace bars F 1 K, arranged and adapted substantially as set forth.

6. The combination ofthe control l'i ng-sprin gs M and their adjusting-bolts q s and nuts thereof with the cross-bar F, brace-bars I K, levers G, and their recessed or pocketed bearings 13, applied to the bogie and leading trucks, substantially in manner as set forth.-

7. The combination of the two sets of springs I 0 M with the bogie-trucl; and with the levers 0, connected by means of and with the leadingtruck axle and applied to the bogie-truck, substantially as described, such springs being adapted and arranged essentially as specified.

WILLIAM MASON. Witnesses:

W MASON, J r., 'HENaY P. COPELAND.

the right side, governed by the 'controllingspring on theleft.

fro

Images