US249451A

US249451A - Traction-engine

Info

Publication number: US249451A
Authority: US
Publication date: 1881-11-15
Anticipated expiration: 1898-11-15

Description

(No Model?) 4' Shets-Sheet 2.

' I B. S. BENSON; .TRAGTION ENGINE.

No. 249,451 Patented Nov.15,1881

WITNESSES.

INVENTOR @Sid ATTORNEY.

N PETERS. mml'nbo n ner. Washington. 12v (2.

4 SheetsShet 3.

(NeModeL).

'B. S. BENSON, TRACTION ENGINE.

. Patented Nov. 15,1881.

WITNESSES.

ATTORN EY N. PETERS. PhoWLilhugnpher, w luhlnglqn. IILC- UNITED .STATES PATENT OFFICE.

BENJAMIN BENSON, OF BALTIMORE, MARYLAND.

TRACTION-ENGINE.

SPECIFICATION forming part of Letters Patent No. 249,451, dated November 15, 1881.

Application filedMarch 8, 1881. (No. model.)

To all whom it may concern Be itknown that I, BENJAMIN S. BENSON,

of Baltimore city, State of Maryland, haveinvented certain new and useful Improvements in Traction Engincs; and I hereby declare the same to be fully, clearly, and exactly described as follows, reference being had to the accompanying drawings, in which' i Figure l isa side elevation of the tractionengine. Fig. 2 is an end elevation, partly in section, the part to the right of the dividingline being a section on the line :20 w of Fig. 1, while that to the left of the same isa section on the line 3 y of the same figure. Fig. 3 isa plan, partly in section, of one-half of the en- Fig. 4 is a sectional view of the differtial clutch. Fig. 5 is a plan and elevation of a sprocket-wheel link. Fig. 6 is an elevation, partly in section, of a track-link, its tie-rod, andfoot. Fig.7 is a plan, on a reduced scale, of the parts shown. in Figs. 5 and 6. Fig. 8 showsplans and a section of theparts of the device I makeuse offor steering the engine.

My present invention relates totraction-engines; and it has for its object to obviate the difficulties which have heretofore been encountered in the use of devices of that class and provide an engine which, aside from embodying radical departures in detailfrom the conventional machines of the same general class, shall, as a whole, be more efficient, and satisfactory than the same, more easily guided and steered, and of such adaptability as regards the supporting feet and trucks as to be prac' tically independent of roughness or inequality of surface.

In describing the machine illustrated in the accompanying drawings I shall, for the sake of perspicuity, and to prevent the loss, on the readel s part, of the thread of the co-operation and coaction of the parts, treat first of the construction and operation of the engine as a whole and in general terms, and then proceed to describe in detail such parts of the same as merit further reference. Forthe sakeof brevity, and to avoid tautology, I make at this point no formal statement of invention, but state that the invention is made the subject of the claims. e

Referring, now, to the accompanying drawings, and in particular to the first three sheets of the same, A is the main frame of the engine, consisting of four longitudinal beams, suitably braced laterallyby ties and beams 31 H 18. On the frame are supported the boiler B and the engine. (The latter not shown.) Between the beams A on either side of the engine are two trucks, having flanged wheels f, whose axles are journaled in bearings on the stringers a, which sustain the bolsters 18 of the rear trucks and the supportingbeams 17 of the forward trucks. The bolsters and beams do not rest directly upon the stringers, but V upon eross-beams 15, which are V-shaped on their upper faces in order to permit the trucks to play freely laterally. Pins or king-boltslfi connect the beams 15 with the bolsters 18 and supporting-beams 17. Be it understood, in a word, that the trucks have a freedom of motion within the beams A, both as regards. a swiveling motion about their bolts and a tiltin g motion laterally and fore and aft. They are only restrained as tobodily motion longitudinally or laterally. The trucks rest upon an endless railway composed of a series of links, 0, connected by tie-rods D, which are curved downward and have attached to their lower ends the supporting and traction feet d. e The curved ends of the tie-rods extend backward, as shown, and are connected with the links near their opposite ends by braces. 1). Bowstring braees32 connect the rods D near their lower ends and serve to prevent them from spreading under the weight and traction-strain.

Midway between the track-links (see Fig.7) is a sprocket-chain of peculiar construction, as hereinafter set forth, the cross or tie rod serving as the cross-pin for every fourth link. The chains pass over sprocket-wheels l at each end of the main frame, which wheels aredriven by a train of gearing arranged as follows: The crank 19 is mounted on a shaft, 19, that carries a pinion, 11, a sprocket-wheel, 1 and the fly-wheel 10, the latter being on the opposite side of the machinefrom the crank and engine, so as to preserve trim The pinion 11 meshes with a wheel, 13, which is loose on the shaft 14:, which latter carries a friction-clutch, 33, which may be used as a brake in running down hill either alone or in connection with a similar clutch on the wheel 8. (Not shown.) From the shaft 14 motion is communicated, in a manner hereinafter more fully set forth, to the pinion 21, which drives the wheel 22, that is keyed on the rear sprocket-wheel shaft, 2. The correspending shaft2 on the other side is in alignwent with the shaft 2, and is connected with it by a loose sleeve 20. From the sprocketwheel 12 a chain .runs to a sprocket-wheel, 8, on the shaft 7, which latter carries a smaller sprocket wheel, 6. This latter drives the sprocket-wheel l at the front end of the engine through the medium of the sprocket-wheel 5 and gear-wheels 4 and 3. These wheels are, of course, of such relative size that the two wheels 1 at the opposite ends of the engine revolve in the samedirection and at the same speed. To the end that the machine may be turned in a curve it is, ofcourse, necessary to cause the plane of the forward sprocket-wheel to incline to the'axis of the machine, and this end I attainl as follows: The wheels 1, 3, 4, and 5 are mounted in bearings on a frame, I, pivoted to the cross-beam H at '5 and hinged at 34, so that they are capable of a swinging motion from sidetoside and of arising-and-fallingmotion in avertical plane, thelatter being designed to admit of the machine being run over rough ground. v

A tongue, G, having double and single trees adapted for the attachment of horses when the device is to be drawn after the manner of an ordinary vehicle,is pivoted to the beam H and carries a threaded sleeve, 35, through which passes a screw-rod, 36, carrying a wheel, 37, from which a drive chain leads to another wheel inconvenient reach of the drivers seat.

To the tongue Gis pivoted a crossbar, g,-that is connected by pivot-joints '38 to the curved ends of the frames I at. either side. In Fig. 3 but one-half the engine is shown. The frame I and gear-wheels 1, 3, 4, and 5 are duplicated on the side not shown. The ends carrying the bearings of the shafts 2 normally rest on the ends of the beams A.

It is obvious that upon turning the wheel 37 the rod 36 is screwed into or out of the sleeve 35 and swings the two frames I to the right or left. Theincident versionof the planes of the sprocket-wheels 1 results in laying the tracklinks in a curve, and the trucks of the wheels 7 f swing accordingly, turning the machine. 0b-

viouslya great precision and'nicety of steering result. This steering mechanism may be used alone or in connection with that at the rear of the machine.

Such is, in general terms, the construction of the engine.

In operation, the wheels 1 being caused to turn, the chains E are drawn along, carrying,

the track-links C, ties D, and feet d; The trucks run upon the lower links, 0, and the machine is guided at will by the steering mechanism,'the described construction of which sufficiently explainsits operation. In backing the machine it is impracticable to steer from the normal front end, so I make use of the device at the rear end, the construction of which is as follows:

The parts 23 on the shaft 14 (illustrated in detail in Fig. 8) are described in detail in ap- I and to it is secured a spiral pinion, 78, which meshes with a similar pinion, 77, that is mounted in a casing, 71. The shaft of 77 is inclined, as shown, and on it is mounted a crown-gear, 74, with the teeth of which a spiral, 76, on the shell 73 engages.

' 72 is a spring which bears against the shell 73 and causes it to turn with the part 71. is a strap-brake on the periphery of the shell 73. On griping this shell by means of the brake it is held stationary while the revolution of the shaft 14 carries the crown gear 74 around in engagement with the spiral 76. As a result,

.at each revolution one tooth passes the spiral and a positive revolution is imparted to the

wheels

77, 78, and 21 independent of that of the shaft 14, whereby the' gearing connected with 21 travels faster than that on the other side of the machine, and the track is laid in a curve. 28 is a duplicate of 23, and to the disk of each is secured a sleeve, 24, carrying beveled-gear wheels 17 and 25, which mesh with a wheel, 26, that turns on a pin integral with a boss, 39, that is keyed to the shaft 14 between the wheels 17 and 25.

A cogged rod, 42, slides within the shaft 14, and meshes with a pivoted lug, 40, having teeth 41. Upon thrusting the rod 42 inward the lug 40 engages with the wheel 17, locking it and the wheel 25 with reference to the shaft 14,whcn the rear sprocket-wheels m ay beturned at the same rate of speed. By means of the difierential clutches the sprocket-chains may be driven faster or slower on one side than on the other and steer the machine with great nicety either forward or backward.

Proceeding, now, to describe certain parts in detail, and referring to Figs. 5 and 7, E is the drive or sprocket chain, consisting of a double row of links, having an enlarged center, 43, and internal lugs 44 on every other pair in the length of the chain. The pins 45 have heads 47 and a reduced portion, 46, of a width equal to double the thickness of the link E. The internal diameter of each link at the end is equal to the thickness of the part 46 of the pins, while the opening 43 is of sufficient size to admit the head. To put the links together the pins are thrust through the central portions, 43, of four links, of which the middle pair are drawn to one side and the outside links to the other, bringing the pin into the end of the links, where the latter are properly held apart by the shoulders and heads of the pins, as shown. The lugs 44 serve to space the central opening between the most widely-separated links and enter the chain properly on the wheel.

In Figs. 6 and 7 are shown the tie-rod, braces,

tracklinks, and traction-feet. Describing them i in the order named, the tie-rods D pass through holes. 55 in the ends of the links and are bent downward and backward at48 and again at.

49, meeting the feet at at right angles. Between the track -links 0 the tierods/pass through the sprocket-chain and constitute the transverse pins at those points, the links being held in place by collars 50. The braces b connectthe lower ends of the tie-rods with the opposite endof the links 0, and the rods are connected transversely by bow-string braces .32. The object of' springing the tie-rods outa ward is to cause the feet in passing forwardto overhangthe machinery, so that any dirt that may be carried up by the feet will not fall on the wheels or chains.

' Thetrack-linksOareofmalleableironorsteel,

and have holes in their forward ends, through which the rods D pass. At their rear ends they have elongated slots, 56, through which thetierod of the next track-link passes. This feature diameter, as clearlyshown in Fig. 1. The intermediate links of the drive-chain of course remain tense about the periphery of the wheels, obviatingall danger of the pins sliding back to the central opening of the links out.

The feet at may, perhaps, be most accurately described by likening them to inverted mush- They are circular in crosssection and have a rim-flange and transverse and falling rib, 51, to prevent slipping. The boss 52, which 1 glass, the rod D nearly fitting in the narrowest part, where a pin, 54., passes through boss and rod,holdin g them inplace. A ball, 53, is placed under the rod within the boss, and'on it rests the end of the rod. It will thus be seen that thefoot can play freely in any direction to the extent permitted by the conical hollowin g of the boss, and it always swings to a horizontal position as it approaches the ground in front, or at the rear in backing, and meets the ground squarely.

Touching details of construction, it only remains to add that the rear sprocket-wheels, l, are made susceptible ofbeing lifted to rideover inequalities of the ground, havin g their journals in the endsof the bars 58, that are pivoted to thebcams A at 59. Guides 60, secured to the beams, serve to hold the bars 58 and prevent i them from being laterally displaced, while allowing them to rise and fall freely. The friction-clutch 33 is a simple toggle joint brake adapted to press upon the inside of the flange ofthe wheel.13. It is a well-known mechanical l as and for the purpose set forth.

device and needs no further illustration nor description.

In order to give a slight play to the tie-rods, to allow for themovement of the feet with reference to the track-links, the tie-rods are divided, as shown in Fig. 7, and are connected by a sleeve, 110, having a set-screw. The set-screw enablesime to secure the parts of the tie-rod r rigidly together when travelingon level ground,

or to cast it loose when moving over a rough surface.

By reason of the adaptation of the various parts of the engine to travel over rough. ground, it is eminently fitted for use in connection with a gang-plow, one of which I have devised for i videdwith trucks having a universal motion about their kin g-bolts, and an endless railway,

3. ha traction-engine,a main frame provided with swiveling trucks having flanged wheels,an d an endless railwayhaving tractionfeet, as set forth.

4. In a traction-engine, an endless railway provided with cross; ties having laterallyspringing traction-feet, as set forth.

5. In a traction-engine, a main frame hav- .ing at each end a sprocket-wheel and gearing intermediate the same and the engine, whereby either wheel may be driven independently of the other, a pair of flanged-wheel swiveling trucks, and an endless'railway, as set forth.

6. In combination with the main frame and trucks, the track-links, cross-ties, and sprocketchain, the latter being intermediate the tracklinks, as set forth.

7. In combination with the main frame and trucks, the sprocket-wheels at each end susceptible of a risin g-and-t'allin g motion with ref erence to the frame and an endless rail way and traction-feet, as set forth.

8. In combination with the main frame, the from t sprocket-wheel frame, pivoted and hinged so as to swing laterally and vertically, as set forth. r

9. In combinationwith the main frame having guides 60, the pivoted bars carrying the journals of the rear sprocket-Wheel, asset forth.

10. In combination with the main frame consisting of four parallel beams supported upon four swiveling trucks, the endless track. and traction -feet and driving mechanism, as set forth.

11. In a traction-engine, an endless track consisting of a series of links having elongated slots 56, whereby the track may be laid in a curve, as set forth. r t

12. In combination with the endless track,

IIO

the tie-rods D, curved rearward, downward, and outward, as set forth, and having the tractionfeet d. A

13. In combination with the curved tie-rods, the traction-feet pivoted to the ends of the rods and having steps 52, as set forth.

14. In combination with the track-links and sprocket-chain, the tie-rods D, constituting transverse pins of the chain, as set forth.

15. In combination with the track-links, the sprocket-chain consisting of links having enlarged central openings, 43, and shouldered pins 45. as set forth.

16. Theendless track consisting of the tracklinks having slotted ends, the curved tie-rods passing therethrough, and the traction-feet pivoted to the ends of the tie-rods, as set forth.

17. In combination with the track-links,-the links E, having internal lugs, 44, the headed and shouldered pins 45, as set forth.

18. In combination with the tie-rodsD,curved rearward, downward, and outward, and having traction-feet (I, the bow-string braces 32, as set forth.

19. In combination with the links C, having holes 55 and slots 56, the curved tie-rods D, having traction-feet d and braces b 32, as set forth.

20. In combination with the main frame, having front sprocket-wheels mounted in laterallymovable bearings, mechanism for simultaneously inclining the planes of the sprocketwheels to the axis of the engine, whereby th track is laid in a curve, as set forth.

21. In-combination with the main frame, havin g tongue G, the frame I, bar g, rod 36, sleeve 85, and actuating mechanism, as set forth.

22. In combination with the driving mechanism and shaft 14, the differential clutches 23 2S, and clutch intermediate the same, as set forth. 7

23. In a traction-engine, a sprocket-wheel and track composed of links having slotted ends and a sprocket-chain intermediate the track-links, whereby the chaiii con forms'to the periphery of the wheel and-the slotted links cross the faces of the wheel, as set forth.

24. In combination with the shaft 14 and sleeves 24, the diiferen tial clutches 23 28, wheels 17 25 26, and pivoted lug 40, as set forth.

25. In combination with the traction-feet having steps 52, and the tie-rods D, the balls 53, as set forth.

26. In combination with the traction-feet and track-links, the divided tie-rods D and sprocket-links, as set forth.

27. In combination with the traction-feet and track-links, the divided tie-rods D and sleeves 100, having clamping-screws, as set forth.

BENJAMIN s. BENSON.

Attest:

R. D. WILLIAMS, .TNo. T. MADDOX.