US2521142A

US2521142A - Locomotive

Info

Publication number: US2521142A
Application number: US603118A
Authority: US
Inventors: Charles D Barrett
Original assignee: Individual
Current assignee: Individual
Priority date: 1945-07-04
Filing date: 1945-07-04
Publication date: 1950-09-05
Anticipated expiration: 1967-09-05

Description

C. D. BARRETT Sept. 5, 1950 LOCOMOTIVE 5 Sheets-Sheet 1 Filed July 4, 1945 \m 3 m mm W mm Rm INVENTOR:

W w B E m M w w m A z/i fiiw p 1950 c. D. BARRETT 2,521,142

LOCOMOTIVE 5 Sheets-Sheet 2 Filed July 4, 1945 2& @M %}.5ja 23a @W WITNESSES L/MMM 925 BY IIIIIIIIII/II/II 5 Sheets-Sheet 3 LOCOMOTIVE C. D. BARRETT INVENTOR. ("bar/"e52 Bari-e6,

ATTORNEYS.

Sept. 5, 1950 Filed July 4, 1945 i g a OWI\\\\\\\\.\

Sept. 5, 1950 c. D. BARRETT 2,521,142

LOCOMOTIVE Filed July 4, 1945 5 Sheets-Sheet 4 WITNESSES INVENTOR;

j Mar/63D. Bamefii g QZMM BY WW ATTORNEYS.

Patented Sept. 5, 1950 U N! TED S TATE S PAT-E N T OFFICE LOCOMOTIVE CharlesD. Barrett, Altoona, Pa. Application Italy 4, 1945,"seria1No.-t03,11s

9 Claims. 1

This invention relates generally to locomotives,

"and has reference more particularly to steam the Weight of the driver's multiplied by the'c'o- 'eflicient of the friction between the rail and the wheels. If the engine'oftne'1ocomotiveueve1- tips a greater force than the above the "drivers win slip. "Conversely, if the weight onthe drivers decreases, the maximum tractiv'e force that can be exerted without sli ping win he Co'rres'pon'din'gl'y decreased. It is therefore important that the weighton'the'driv'er's be notre'duo'djbemind "the value selected by the designer. The maximum weight to be carried by the drivers is limited byt'he strngth'of bridges and rails and by other i actors. Any additional weight must be carried by the smaller wheels of the associated auxiliary swivel guide truck. Since the total Weight of a locomotive inservic'e remain'spractically constant, it follows that the weight on the drivers willrernain constant in'the'absen'c'e or changes in the distribution 'of the load between them and "the smaller truck wheels. Change iii the distribution of weight fromd'iie 'pair'of driv- 'ers t'oanadjacent"paircoupledto the first pair by side rods or gearing, will be of no consequence because one pair cannot slip u'nless the other pair connected to it by the rods or gearing also slips. Hence the powe -not trans'rnitted by the pair o fdrivers carrying the "decreased'weight will "be transmitted by the heavily loaded drivers. In the elder types of rigid frai'he locomotives in which small wheeled swivel trucks were used ahead of the 'drivers'only,'therewas little chance of transfer of the weight from the drivers to the smaller wheels. However, with the evolution "of 'themore modern rigid frame steam locomotives, was the boilers were lengthened it became necessary to employfb'oth "in the single and twineng'inetypes, auxiliary swivel trucks not only forwardly of the "drivers, but r'ea'r wardly thereof as WlLinorde'r that the Wei ghtdf the boilers might be adequately supported throughout their lengths. This altered construction gave rise to slippage "a'hon easement er the load on the "drivers and transfier thereof to the le'ading and trailing auxil i'ary trucks incident to travel over track egrtio'ris with normal 'e'levatio'n'al irregulariti s. {in other words, under the conditionstated, the boilbridge beam by the 'si'nall 'vvheeledfend t'r1'1lts, with "the drivers floating and thus failing to effectivel react tra-tionally with the rails.

' attended by high friction. 'Mbireover "slight changes inangularity altered the eifective length of the levers, and the connecting links "between the-levers and the springs would'rub'against the locomotive "frla'meand cause additional frietion. A's-a result of these and other factors, distri u non of the weight was frequentlyfoundtobe far from that intended by the designer. The equaliziiig systems'could not therefore be rliediipon to always 'maintain "a "correct weight distributioh on the drivers. such conditions are especially serious in the operation of rigid frame ehgin'e locomotives because the two s'pa' tely powered sets of drivers arendt connected. Kc-

'cordingly "slipping 'niay occur 'in one "set of dfiv ers of "such a locomotive at a tiiii'e when the weight on that set is reduced, although the "total weight on the drivers is norinal. I

The chief aim of my invention'is to overcome the various drawbacks which have beehpbinteii outabove in connection with the prior art locomauve construction. This okijeetive is frealized in practice as hereinafter more runy 'dis'c fs ed, through provision'in alocomotive having abo'iler and a pair of separately oweremen 'me units with plural drivers and associated smaller wheeled swivel trucks, of transverse airisffpiiitit supports for the boiler 'at single loea'tionsohthe frames of therespective units, so 'dispbs'ed longitudinally of the locomotive that equal load 'imposecl'upon said units, withdistributidn of he load between the dlij le'rs and the Small 'auiiili'ali'y wheels of theres'pe'ctive units in a definite ratio; and through the furtherprovisionof guide whereb said power units are connected to boiler at other points in such a asto be held in longitudinal "aligninent with the boner as they rock on said transverse axis pivot supports incident to traveling over elevational irregularthe track rails. i 5

OtII'er *objects "and attendant advantages will appear from the following detailed description of the attached drawings, wherein Fig. 1 is a skeletonized view in side elevation of a twin engine locomotive conveniently embodying my invention.

Fig. 2 is a skeletonized view showing the locomotive of Fig. 1 in top plan.

Fig. 3 is an exaggerated diagrammatic view exaggeratedly showing the pivotal action between the trucks and the boiler of my improved locomotive incident to travel over vertical track irregularities.

Fig. 4 is a view similar to Fig. 1 showing an alternative embodiment of my invention.

Fig. 5 is a view showing the locomotive of Fig. 4 in top plan.

Fig. 6 is a fragmentary plan view of a locomotive showing still another alternative embodiment of my invention.

Fig. 7 is a fragmentary view drawn to a larger scale showing, in side elevation, a transverse boiler supporting pivot means employed in connection with the locomotive of Fig. 1.

Fig. 8 is a fragmentary view showing the pivot means of Fig. 7 in front elevation.

Fig. 9 is a fragmentar view on a larger scale showing, in side elevation, another transverse pivot boiler supporting means of the locomotive illustrated in Fig. 1.

Fig. 10 is a fragmentary view, partly in front elevation and partly in section, of the means shown in Fig. 9.

Fig. 11 is a fragmentary view, in front elevation on a larger scale, of a guide means employed in the locomotive of Fig. 1.

locomotive of Fig. 6, Fig. 14 being a horizontal section taken as indicated by the angled arrows XIVXIV in Fig. 13.

Fig. 15 is a view in top plan on an enlarged scale of a guide and cushioning means associated with the locomotive of Fig. 6.

Fig. 16 is a sectional view of the means of Fig. 15 taken as indicated by the angled arrows XVI- XVI in the latter figure.

Fig. 17 is a transverse section of the means of Fig. 15 taken as indicated by the angled arrows XVII-XVII in Fig. 16.

Fig. 18 is a fragmentary detail view in plan showing the type of universal coupling which is used to connect the frames of trucks of the locomotive shown in Fig. 6 and Fig. 19 is a fragmentar view in side elevation of said coupling means.

Referring first more particularly to Figs. 1 and 2 of these drawings, the locomotive there more or less diagrammatically illustrated and embodying my invention in one form has a horizontallyelongate boiler 29 and two independently powered truck units which are comprehensivel designated respectively by the numerals 2| and 22. These powered units 2| and 22 are generally similar in construction, each being shown as having its own axle journal frame 23, two pairs of side-rod-connected drivers 24 actuated in this instance by steam cylinders 25, and a conventional spring equalizing system indicated at 26. Associated with the powered truck units 2| and 22 are a small wheeled pilot truck 2! and a similar small wheeled trailer truck 28 which are pivotally connected to the frames 23 of said units at 21a" and 283; respectively. It is to be understood that one pair of drivers 24 of each truck 2| and 22 is fitted with lateral motion spring devices, such as are ordinarily used on long rigid frame locomotives.

for capacity to shift sidewise and thus facilitate travel of the locomotive on curved track. As shown, the frames 23 of the engine units El and 22 are serially connected by a coupling link 29 which permits vertical movement to take place between them.

For the purpose of sustaining the boiler 29 in accordance with my invention, I have provided transverse pivot supports and 35 which are illustrated in detail respectively in Figs. '7, 8, and Figs. 9, 10, and which are duplicated at opposite sides of the locomotive. As shown in Figs. 7 and 8 each support 35 comprises a strut bracket 31 which is secured to the mud ring of the fire box at one side of the boiler 29 and has a foot 38 loosely engaged with capacity to slide longitudinally of the locomotive in a dovetail groove of a shoe element 39 so as to accommodate lengthwise expansion and contraction of the boiler. At the bottom, the element 39 is formed with a concaved transverse groove 40 for pivotal engagement with a rounded projection 4| recessed into a pad 42 on the top of the frame 23 of the powered unit 22 at the corresponding side of the locomotive. Safety hold-down or keeper lugs 43 overreach flanges 44 on the shoe element 39 to prevent dislocation of the latter while permitting its pivotal action about the projection 4|. As shown in Figs. 9 and 10, each support 35 has a foot piece 46 which is secured directly to the shell of the boiler 20 adjacent the front end of the latter, and the bottom of which is provided with a concaved transverse groove 41 for pivotal engagement with an upwardly rounded projection 48 recessed into a pad 49 on top of the main frame 23 of the powered unit 2|. Here, as in the case of the support 35, safety stop lugs 50 cooperate with side flanges 5| on the element 45 to limit vertical movement between the foot piece 46 and the lug 48.

Disposed forwardly and rearwardly of the transverse pivot supports 35 and 36 are

guides

52, 53 and 54, 55 respectively. These guides 52-55 are duplicates of each other and, as instanced in Figs. 11 and 12, each of them includes a bracket 56 with a pendent tongue 57 which is secured to the bottom of the boiler 29, and a pair of fixed guide lugs 58 on the top of the main frame 23 of the powered unit 2| or of the powered unit 22 as the case may be.

Due to the aforedescribed construction and arrangement, it will be seen that the powered trucks 2| and 22 are free to rock up and down independently on the transverse pivot supports 35 and 36 during travel of the locomotive over vertical irregularities in the track as exaggeratedly shown in Fig. 3 while being held in alignment with the boiler 29 by the

guides

52, 53, and 54, 55. In practice the

supports

35 and 36 are so located with respect to the frames of the powered truck units 2| and 22 as to insure, under all conditions of operation, equal sharing of the load between the two powered trucks, as well as even distribution of the weight between the drivers and the wheels of the respectively associated auxiliary pilot and trailer trucks 2! and 28. Under these conditions therefore, the likelihood of slippage of one set of drivers with respect to the other is definitely precluded.

The locomotive of Figs. 4 and 5 is identical with that of Figs. 1 and 2 except that here cushioning devices 60 are used at the back end of the fire box irraddition-to theguides -iEd. These cushioning devices- '5 fl each include ahelical compression spring fi l whereof 'the ends are-seated in pocketed pads 62 amuse respectively ontheboiler 2 6a and on the main fra'me Qii-aof-the rear powered truc'k unit 2 2a. "The cushioning *'devices 60 'serve to resiliently support the overhanging rear end of the boiler 2 6a=andtransmit part 6f the boiler loadto'the -rear end-"ofth'e-frame 23a. The position of the resultant boilerload is thus nearer the rear end of tlre main'frame'than it would be @if 'allithe'boilenload weretransferredzto thex.main frame 23a by the supports 35(1381111 3:541. Due to the flexibility of the cushioning devices 69 the position of=thelresilient boiler loadon the main frame 23a remains approximately fixed even vwhe'nithere is a slight angular movementLin'the iboileriplane between the boiler 211a and "theimain .fframe'EEa. Allthe'otherappointments of the 'flocomotiv'ejof "Figs. 4'and 5 maybie likethe'locofmjotive ofil igs. '1 and 2,"th'ese being designated .by the same reference numerals'previously employed with addition 'in'eachinstance of the'letter a "for convenience of more"readydistinction.

In the locomotive of Fig. 6, the boiler (not shown) is sustained as in the first described embodiment through transversepivot supports sfili :and-.E 6b-:by the main name 231) of the powered truck units Zlb and 22b. The auxiliary guide devices 52b, 5% are however of slightly different construction from the

corresponding devices

52 and 54 of the first embodiment, one of them being separately illustrated in detail in Figs. 13, 14. Here, instead of a tongue, the lug piece 5% is provided with a pendent pivot shank 51b for a block 65 which engages between guide lugs 581) On the truck frame 23 and which allows the truck to swivel slightly without restraining free longitudinal expansion and contraction of the boiler. Here also, instead of the

devices

53, 55 of the first embodiment, 1 Substitute combined guide and cushioning devices 66, one of which is shown in detail in Figs. 15, 16 each including a pendent yoke bracket '18 which is secured to the boiler at the bottom and which has transversely apertured terminal bosses H, '12 on its yoke extremities. Confined to axial movement in the bosses ll and 12 are hollow bolt elements 53 and M which are telescopically engaged with each other and which respectively have stop collars 15. A helical spring 16 in compression between the stop collars l5 normally acts to keep the bolt elements i3 and i4 yieldingly positioned as shown with their outer ends protruding beyond the bosses "H and T2 in readiness to cooperate with spaced lug projections ll and 13 aflixed to the top of the frame 231) of the powered truck. In Fig. 6, the truck units 2 lb and 22b are thus capable of independently swinging laterally about the pivots 5% to a small extent as the locomotive rounds sharply curved track, such motion being cushioned by the action of the devices 68. This action of course does not interfere with the rocking movement of the trucks 2 I 2), 22b on the pivots 48b of the devices 351) and 361) as surface irregularities of the track are encountered by their respective wheels. Since in the locomotive of Fig. 6, the truck frames 23b are accorded slight independent angular movement both vertically and laterally in relation to the boiler, I connect the frame with a universal coupling 2% of the type illustrated in detail in Figs. 18 and 19. As shown, the coupling 25?) comprises a plurality of links 88 which at their ends are pivoted to transverse pins 8! in yoke heads 82 which are in turn pivoted on vertical axis pins *6 83 "in the contiguous end portions of 1 the names 232). "The last describedarrangementisparticularly advantageous 1 in connection with 1 long high "speddocomotives"with "26'6-'-4 or 4-8 -8-"-"4 wheel arrangements where a small amountpf controlled lateral freedom'is desirable for ability to traverse sharp curves in' the trackage.

Having "thus described -my invention, I claim: '1. In a locomotive, a horizontally-elongate "boi1er; a pair of serially-arranged supporting tr'ucks eaclrhaving plural drivers and its own-axle journal frame I and provisions 1 to permit rounding of curvesjtransverse axis fulcrum means whereby theb'oiler is supported on each track and-whereby each truckis' permitted torokup'and downrlati've to the bo-iler, each such fulcrum *mea'ns ineluding a pairof crosswise-aligned pivotal connections' between the truck and the boiler respectiv-elyat-opposite sides of the locomotive; and

guide means spaced fronithe respective'fu-l'crum means' iongitudinally' of the locomotive formaintainin'g thetwo trucks longitudinally-aligne-dwith the boiler, "each such guide means comprising in- -terengaging components res ectively on thetrucks and on the boiler.

'2. locomotive according toclaim 1, wherein therear'etwo guidemeans'fo r eachtruck, one in advance of andthe'other'to the rear of thefulcrum means of the truck.

3. A locomotive according to claim 1, further comprising a coupling link whereof the opposite ends are connected to the contiguous ends of the two trucks respectively by transverse axis pivots.

4. A locomotive according to claim 1, wherein the components of one pivotal support are interconnected for relative pivotal movement only, and wherein the components of the other pivotal support are interconnected for relative pivotal movement as well as sliding movement to permit longitudinal expansion and contraction of the boiler.

5. A locomotive according to claim 1, wherein each guide means comprises a longitudinally slotted member afiixed to the truck, and a roller which is freely rotative about a centrally located pendent stud projection on the boiler, and which extends part way into the slot of the aforesaid member to permit up and down rocking movement of the corresponding truck on the corresponding transverse axis fulcrum means.

5) 6. In a locomotive, a horizontally-elongate boiler; a pair of serially-arranged trucks each having plural drive wheels and its own axle frame and provisions to permit rounding of curves; and

a transverse axis pivot means for supporting the boiler at one location only on the frame of each truck, each such pivot means including two members at each side of the locomotive respectively secured to the boiler and to the truck frame, one having a transverse groove, and the other having a rounded projection in engagement with said groove.

'7. In a locomotive, a horizontally-elongate boiler; a pair of serially-arranged trucks each having plural drive wheels and its own axle frame and provisions to permit rounding of curves; a transverse axis pivot means for supporting the boiler at one location only on the frame of each truck, each such pivot means including two members at each side of the locomotive respectively secured to the boiler and to the truck frame, one having a transverse groove, and the other having a rounded projection in engagement with said groove; and guide means spaced from the respective fulcrum means longitudinally of q; the locomotive for maintaining the two trucks 7 longitudinally aligned 'with the boiler each such guide means comprising a pendant tongue on the boiler and a longitudinal guide groove on the top of the corresponding truck frame engaged by said tongue.

8. In a locomotive, a horizontally-elongate boiler; a pair of separately-powered serially-arranged trucks each having plural driving wheels and its own axle journal frame; transverse axis pivot means for supporting the boiler at one location only on the frame of each truck with the trucks free to rock independently about the respective pivotal supports; and guide means spaced from the respective pivot means for controlling relative longitudinal alignment of the boiler and the two trucks while permitting only limited lateral pivoting of each truck, one guide means for each truck consisting of a vertical pivot permitting swivelling but no lateral movement, and another guide means for each truck comprising a pendent member on the boiler, stops on the corresponding truck frame at opposite sides of the pendent member, and resilient means operative between said pendent member and said stops to permit a small amount of lateral movement.

9. In a locomotive, a horizontally elongate boiler with a fire box at its rear end; a pair of separately-powered serially-arranged trucks each REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 323,045 Longridge July 28, 1885 912,303 Garratt Feb. 16, 1909 1,006,731 Downs Oct. 24, 1911 1,546,248 Munk July 14, 1925 1,634,526 Wirth July 5, 1927 2,111,429 Kjolseth Mar. 15, 1938 2,338,212 Steins Jan. 4, 1944 FOREIGN PATENTS Number Country Date 675,827 Germany May 20, 1939