US2589056A - Locomotive construction - Google Patents

Description

March 11, 1952 H. T. CORBELL LOCOMOTIVE CONSTRUCTION 3 Sheets-Sheet 1 Filed June 14, 1948 N M EN h \V 1 lllllllllllllllllll h 'f/ARRY Z GORBELL MW, m ;%W

March 11, 1952 H. T. CORB ELL LOCOMOTIVE CONSTRUCTION 5 Shee ts-Sheei 2 Filed June 14, 1948 March 11, 1952 H. T. CORBELL LOCOMOTIVE" CONSTRUCTION 3 Sheets-Sheet Filed June 14, 1948 III/II/I/III/III/IIIII 17%672202; HARRY 7- 60/255 Patented Mar. 11, 1952 UNITED STATES PATENT OFFICE LOOOMOTIVE CONSTRUCTION Harry T. Corbell, Short Lane, Va.

Application June 14, 1948, Serial No. 32,777

6 Claims.

This invention relates to locomotive construction.

It has for its principal objects, first, to provide an integral chassis the lower chords of which are intact from end to end instead of being discontinuous at intervals beneath the axles of the drive wheels and closed by separate bolted binders as in conventional construction. This involves a new mode of removing the wheels and axles, as will appear.

Second, to provide knee action suspension of the boiler relative to the chassis, whereby destructive stresses which are present in conventional rigidly connected. boiler and chassis, are eliminated.

Third, to provide universal joint connections between the piston rod and drive wheels, required as an incident to the resilient suspension of the boiler with respect to the chassis.

Other objects of the invention will appear as the following description of an embodiment thereof proceeds.

In the drawings throughout the figures of which the same reference characters have been used to denote identical parts:

Figure 1 is a side elevation of a locomotive showing the chassis construction and knee action suspension of the boiler relative to the chassis;

Figure 2 is a cross-section taken along the line 22 of Figure 1;

Figure 3 is a fragmentary side view of the chassis in the region of one of the axles;

Figure 4 is a cross-section taken along the line 4-4 of Figure 3;

Figure 5 is a perspective view, partly in sec- 1 tion, of what is shown in Figure 4;

Figure 6 is a perspective view illustrating the method of removing the wheels and axles, incidental to the employment of the new chassis;

Figure 7 is a side elevation on an enlarged scale, and partly in section, of one of the knee action units;

Figure 8 is a cross-section through one of the. knee action units, showing adjacent parts of the boiler and chassis;

Figure 9 is a detail in cross-section through the universal joint between the boiler and knee action unit;

Figure 10 is a side elevation of part of a locomotive showing the universal point connection between the crosshead and drive wheels;

Figure 11 is a view in horizontal section through the cylinder and universal joints of the driving connections; I

Figure 12 is a cross-section taken along the line l2|2 of Figure 10;

Figure 13 is a fragmentary transverse view, partly in section, showing the support for the rear ends of the orosshead guides.

Referring now in detail to the drawings, and first adverting to the showing of the chassis construction particularly illustrated in Figures 1 to 6, inclusive, and Figure 8, the chassis which as a whole is designated by the reference character I, comprises an integral casting providing a pair of longitudinal side girders 2 and 3, each having continuous unbroken upper chords 4 and lower chords 5 connected by wide vertical struts 6 which are perforated by the rectangular openings I which form seats for the journal boxes 8 of the axles 9 of the drive wheels. Between the struts 6 the girders are provided with openings ID, in the interest of reduction of weight. The upper chords 4 are integral with arcuate transverse ribs II, the intermediate parts 12 of which connect the girders at intervals, and the end portion of which extend upwardly, being integrally connected to longitudinal sills [3. The sills are shaped to .provide horizontal plates (see particularly Figure 8). From the opposite ends of the sills, inclined struts I5 extend divergently downward to join the girders. The chassis is a, thoroughly rigid member, and in this regard distinguishes from the conventional chassis, in which the openings which receive the journal boxes are extended downward through the lower chords of the chassis and closed by separate binders, the object being that when it becomes necessary to remove any one pair of driving wheels, together with its axle, the corresponding binders may be removed and the locomotive jacked up, freeing the wheels and axle so that they can be removed from beneath the chassis. The weakness of this construction is that the binders work loose so that the lower chord becomes more or-less flexible within the limits of the looseness of the binders. The conventional construction also necessitates that from time to time the binders must be removed and reforged, to take up any wear that may contribute to their looseness. The conventional construction, in simple form, is shown slot which opens through the bottom of the.

girder, theaxle must be removed in a transverse direction and not from the bottom of the chassis.

Figure 4 shows that the axle 9 is provided with forged collars l1 and I8, defining between them a bearing zone [9, which is surrounded by the transverse divided members of the journal box 8. Since the latter per se forms no part of the present invention, it is shown diagrammatically. The collars I1 and I8 prevent the axle from slipping endwise in either direction with respect to the journal box. The latter is shorter in a vertical direction, than the opening I, in which it vertically plays, being supported both above and below by the springs 2|, also diagrammaticaly shown. The journal box is provided with a circular series of apertures therethrough, receiving the bolts 22 which secure the vertically divided plates 23 to the opposite sides of the journal box, said plates being recessed to receive the axle and being rabbeted to surround the collars l1 and H3. The width of the plates 23 is such that they project beyond the sides of the opening I, as shown in Figure 3, forming guides for the journal box and which slide vertically against the faces of the girder which they embrace.

In order-to remove the wheels and axle, the locomotive is moved to a section of track which has the tread flanges cut away, as indicated at 24 in Figure 6, the wheels to be removed being in the depressions formed by the cut-away portion and out of contact with the rails. A pneumatic wheel puller 25 is located on each side of the track opposite the depressions, affording selective means by which either wheel may be pulled. The puller has arms 26 which grasp the rim of the wheel, holding it immovable while the pneumatic plunger 21 advancesagainst the axle, pushing the axle through the hub of the wheel. Before the removal of the wheel takes plate, the plates 23 are removed from both journal boxes, freeing the boxes so that they can slide out with the axle.

The arcuate ribs 1 l of the chassis together define a cradle which surrounds the lower part of the boiler, the inner curvature of said ribs being concentric with the curvature of the boiler but of longer radius, the boiler being supported in spaced relation to said ribs. The rear inclined struts 15 of the chassis are formed with a plate 28 similar to the plate M which forms the upper face of the sills l 3 of the chassis.

In. conventional locomotive structure, the boiler is rigidly fixed to the chassis. The boiler, together with its content of water, is extremely heavy, so that when the rails begin to guide the chassis around a banked curve, the inertia of the boiler urges it to continue moving in a rectilinear direction and at the same level as the track immediately preceding the banked curve. This results in the development of enormous stresses between the chassis and boiler, eventually straining the connections and damaging the boiler. The present invention seeks to avoid this inefficient construction by spring suspension of the boiler with respect to the chassis.

In carrying'out this phase of the invention, a plurality of knee action spring suspension units 29 are provided on each side of the locomotive,

mounted on the plates Id of the sills l3 prefer-' ably above the axles of the drive wheels, and connected to the boiler. Figures 1, 2, '7, and 8 show that the boiler is provided with heavy arcuate straps 30 on opposite sides of the boiler, welded to a substantial surface thereof, said straps having joint balls 3! projecting therefrom, prefer-- ably in the horizontal diametrical plane of the boiler. Said joint balls have universal movement within a socket member 32, mounted w'ithinthe eye of a rocking lever 33, best shown in Figures '7 and 9. The rocking lever has a separable cap 38 bolted thereto, the plane of the interface between the cap and rocking lever dividing the eye into upper and lower halves. The eye is cylindrical and has an inwardly projecting medial circumferential rib 36.

The socket member 32 is cylindrical and slidably fit the eye of the rocking lever. It has an external circumferential channel which defines outwardly extending circumferential flanges 12 and 13 at its opposite ends. The socket member has a spherical seat for the ball 31 and a flaring mouth 14 at its end adjacent the boiler to allow angular play of the stem 15 of the joint ball. The socket member is divided in an axial plane into halves 34 and 35. When the socket member 32 is assembled in the eye of the rocking lever the rib 35 divides the external channel into two part forming, between said rib and the respective flanges i2 and i3, annular spaces in which annular rubber springs 31 are mounted. When the chassis tilts on a banked curve, the relative movement between the chassis and boiler causes the ball 3| to move arcuately about the axis of the boiler through an arc of small amplitude, this movement being allowed by the compression of one or other of the rubber springs 31, which permits the socket member 32 to slide laterally in either direction.

At its outer-ends the rocking lever 33' is pivotally connected to the upper arms 39 of the rocking levers 40. The rocking levers 40 oscillate on transverse pins 4|, carried by lugs 42 on the respective spring housings 43 and 44. The lower ends of the rocking levers 40 enter th spring housings 43' through slots in the top, and have the form of yokes 45, which engage pins it projecting from opposite sides of a circular push plate 41. Said push plate is apertured to slide on a longitudinal pin 48, mounted within the spring housing. Said housing contains a pair of springs 49 and 50, arranged on opposite sides of the pushplate, and confined in compres-'- sion between said pushplate and the ends of the spring housing.

Figure 8 shows that the spring housing 43 is mounted towardthe outside of the sill plate l4, while the spring housing 44 is mounted toward the inside of said sill plate. rockin lever 33'are'correspondingly offset, as shown in'Figure 8. l

The sides of the fire box of the locomotive adjacent the rear inclined struts i 5 are alsoprovided with heavy straps 5|, welded thereto, similar to the straps 30 and connected to knee action units 52 which are similar to those just described. The spring housings of said units are supported upon plates 28 of the struts l5.

Thus the boiler is spring supported by the chassis, andout of contact with the cradle formed by the ribs I I of said chassis, this relation, of parts being best shown in Figure 2.

The operation of the spring suspensio will now be described. Any vertical vibrations of the chassis due to inequalities in the rails will be absorbed through the oscillation of the bell crank levers 40, each moving the corresponding push plateto further compress one or the other of .the springs in the corresponding spring housing. If the vertical vibrations are combined with vibrations in the direction of movement of the locomotive, the bell crank 33 willftilt in one or the other direction, imparting differential movement to the respective bell crank levers 40 to which it is con- The arms of thenected, the vibrations being absorbed by one or other of the springs 49 or 50 within the spring housings. When the chassis tilts laterally relative to the boiler, in rounding a banked curve, the front knee action unit on the high side will flatten and the rear knee action on the low side will extend, against spring pressure, and at the same time the ball 3| will move arcuately, compressing one of the spring washers 31. When the boiler again moves parallel to the chassis, the knee action units will level up through equalization imparted by the springs. If there is a sudden stop so that the boiler moves forward with respect to the chassis, the brunt of this relative movement is taken by the spring suspension unit 52, momentarily flattening this unit against the resistance of the springs contained in its spring housings.

Thus, every conceivable relative movement between boiler and chassis is resiliently Permitted and resisted, avoidin the transmission of excessive stresses from chassis to boiler, thus preventing any mechanical strains.

The object of offsetting the respective spring housings of each knee action unit is in effect to widen the base of support of each unit with respect to the sill I4 on which it is mounted, and to lengthen the bearing support of the rocking levers 33 upon the spring housings which becomes in effect the combined length of the pins 4| associated with both spring housings 43 and 44.

The present invention contemplates mounting the cylinders and crosshead guides rigid with the boiler, thereby avoiding the necessity of providing flexible steam connections from boiler to cylinders as would be required in the case where the boiler is spring supported and the cylinders rigid with the chassis.

Figures 10 to 13 inclusive show that the engine unit that is, the cylinders 53, steam chest 54, crosshead 55 and crosshead guides 56 are unitarily fixed to the boiler by means of a transverse frame 5'! which supports the cylinders, steam chests and forward ends of the crosshead guides and which is provided with an arcuate pedestal 58 welded to the boiler. The rearward ends of the crosshead guides are supported by arms 59 formed with arcuate plates 60 also welded to the boiler.

The fact that the engine unit is thus rigidly attached to the boiler causes it to partake of the movement of the boiler relative to the chassis, requiring universal connections between the engine unit and the primary drive wheels 6|.

Said drive wheels are provided with crank pins 62, each having a pair of spherical bearing surfaces 63 and 64. The crosshead 55 is divided providing a spherical socket for the adjacent ball end of the connecting rod 65, the opposite end of which connecting rod is formed with socket 66 embracing the spherical bearing surface 63 of the crank pin 62. Thus, freedom of universal movement is established between the crosshead and the main drive wheels 6| Since the axles 61' of the main drive wheels BI and secondary drive wheels 68 are independently sprung so that the axles are capable of independent tilt when they arrive upon a banked curve universal connections are required, or at least desirable, in the driving train between the main drive wheels 6| and secondary drive wheels 68. This is accomplished by providing universal connections between the secondary connecting rods 69 and the crank pins of the secondary drive wheels which they connect. The secondary connecting rods 69 are, therefore, provided with socketed ends which embrace the spherical bearing surface 64 of the crank pin 62 and similar spherical bearing surfaces 10 formed on the crank pins H of the secondary drive wheels.

From the above description it will be obvious to those skilled in the art that the locomotive of the present invention provides flexible connections between the boiler and chassis and between the engine unit which is fixed to the boiler and the drive wheels, as well as flexible connections between the several pairs of drive wheels, by virtue of which flexibility destructive strains are entirely avoided. While I have, in the above disclosure, described what I believe to be a preferred and practical embodiment of the invention it will be understood that the specific details of construction and arrangement of parts as shown are by way of example and not to be construed as limiting the scope of the invention.

What I claim as my invention is:

1. In locomotive construction, an integral chassis comprising spaced longitudinal side members each comprising upper and lower chord members and struts connecting said chord members, the lower chord member being unbroken in its entire length, perimetrically closed openings in certain struts between said chord members for receiving journal boxes, a series of longitudinally spaced transverse upwardly concave ribs bridging said side members having their bight portions connecting the upper chord members of said side members and having their end portions terminating in longitudinal sills, said ribs and sills defining a cradle for receiving the lower part of a boiler spring supported upon said sills.

2. In combination, in locomotive construction, a chassis, a boiler, and means for spring supporting said boiler from said chassis, said chassis having a concave upper face forming a cradle receiving the lower part of said boiler, said cradle terminating in longitudinal sills at each side of the boiler, a series of longitudinal spaced parallel trunnions projecting from opposite sides of the boiler above said sills, a bell crank lever for each trunnion pivotally mounted thereupon, a pair of spring housings for each bell crank lever mounted on said sills, a rocking lever for each housing, a pin carried by each housing axially parallel to said trunnions, said rocking lever being pivoted on said pin, a push plate within said housing, a pair of springs within said housing, one on each side of said push plate and compressively engaging said push plate, said rocking levers having arms pivotally connected to the respective ends of said bell crank lever and having opposite arms operatively connected to the respective push plates.

3. The combination as claimed in claim 2, the spring housings corresponding to each bell crank lever being relatively offset transversely of said sills, and the ends of said bell crank lever being correspondingly offset.

4. The combination as claimed in claim 2, the connection between said bell crank lever and its trunnion including a joint permitting arcuate swing of said trunnion about the longitudinal axis of said boiler.

5. In combination, in locomotive construction, a chassis, a boiler, and an engine unit including the cylinders, steam chests, crossheads and crosshead guides, said engine unit being mounted fixedly to the boiler, and said boiler being spring supported on said chassis, drive wheels on said chassis, each having a crank pin, and connecting rods having universal joint connectionsv at their ends respectively with said crossheads and said crank pins.

6. In combination, in locomotive construction, a chassis, a boiler, and an engine unit including thecylinders, steam chests, crossheads and crosshead guides, said engine unit being mounted fixedly to the boiler, said boiler being spring supported on said chassis, and said chassis being supported by primary and secondary drive wheels on independently sprung axles, crank pins on said drive wheels, connecting rods having universal joint connections at their ends respectively between said crossheads and the crank pins of said primary drive wheels and universal joints in the driving train between said primary drive wheels and secondary drive wheels.

HARRY T. CORBELL.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number 15 Number

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