US2717746A

US2717746A - Engine mounting

Info

Publication number: US2717746A
Application number: US211962A
Authority: US
Inventors: Walsh Robert
Original assignee: ACF Industries Inc
Current assignee: ACF Industries Inc
Priority date: 1949-09-02
Filing date: 1951-02-20
Publication date: 1955-09-13
Anticipated expiration: 1972-09-13

Description

5 Sheets-Sheet l Q @EN ww nl' T INVENTOR.

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Sept. 13, 1955 R. WALSH ENGINE MOUNTING Original Filed Sept. 2. D349 Sept. 13, 1955 R. WALSH ENGINE MOUNTING 3 Sheets-Sheet 2 Original Filed Sept. 2, 1949 "ZZ t-.g

Sept. 13, 1955 R. WALSH 2,717,746

ENGINE MOUNTING Original Filed Sept. 2, 1949 I5 Sheets-Sheet 5 United States Patent Office Z,7l7,74b Patented Sept. 13, 1955 ENGINE MOUNTING Robert Walsh, New York, N. Y., assignor to ACF Industries, Incorporated, a corporation of New Jersey Original application September 2, 1949, Serial' No. 113,727. Divided and this application February 20, 1951,.Serial No. 211,962

4 claims. (c1. 24S- 10) This invention relates to railway locomotives and more particularly to mountings for the power units in locomotives. This application is a division of my copending application Serial No. 113,727 filed September 2, 1949.

An object of the invention resides in completely damping the engine of a locomotive so that it is free to vibrate without transmitting the forces generated thereby to the framing and remote accessories.

A further object of the invention is to mount and arrange traction power units, each consisting of a Diesel engine, generator and. accessories, so that they can be readily moved into and out of the locomotive.

These and other objects of the invention will be apparent to those skilled in the art fromv a study of the following description and accompanying drawings, in which:

Fig. l is a plan view of the` locomotive underframe.

Fig. 2 isy a rear endview of the underframe.

Fig; 3- is a front end Viewl of the underframe.

Fig. 4 is a top` plan viewof one of the mountings for the traction power units.

Fig. 5 is a side'y elevational view' of the mounting shown in Fig. 4.

Fig. 6 is a sectional view of the mountings shown in Figs. 4 and 5 taken on line 6 6V of Fig. 5.

Fig. 7 is a plan view of the mountings for one of the traction power units, associated with the center sil-ls, the unit being shown in dotted lines.

The reference numeral 2 indicates the lunderframe of the locomotive which includes U-shaped center sill members 6 extending the full length thereof, angle side sills 8, rear channel sill 10 and curved front channel sill 12. The rear legs of the front sill are welded to the forward ends of the side sills, the rear ends of the side sills are welded to the rear sill and the ends of the center sills are welded to the front and rear sills. Similar bolster structures 14 and 16 extend transversely of the underframe and are secured to the side frames and center sill members. Cross bearer 18 extends transversely 0f the underframe, centrally between the holsters, and is secured to the side sills and underframe members. Forward cross bearer structures 20 and 22 extend transversely of and are secured to the center sill members and the rear legs of the front sill 12 in advance of forward bolster 16. The bolster structures 14 and 16, cross bearer 18 and cross bearer structures 20, 22 have been fully described in my aforesaid copending application as filed, and hence it is deemed unnecessary to describe the same in detail here.

Two similar traction power plants A (only one of which is indicated in Figs. 6, 7) are arranged in longitudinal alignment on the longitudinal center line of the locomotive power compartment. The space bounded by the center sill members 6 and bolsters 14 and 16 is divided by the cross bearer 18 providing two openings of suicient length and width so that the power plants A can be mounted therein to place the center of gravity close to the underframe and to allow the power plants to be bodily moved vertically from beneath the underframe for mounting or dismounting. The main engine castings are formed with spaced side legs 82, see Fig. 6, on each side and similar mountings M for the legs are detachably secured on the center sill members. The mountings are detachably secured so that they can be shifted longitudinally on the center sill members to allow clearance for the engine legs when the engine is being mounted upon or removed from the underframe. Each mounting includes a floating carrier plate 84 formed with an outwardly extending top flange 86 and

abutment anges

88 and 88 depending fromv the ends of the topv flange. Engine bearer bracket 90 is weldedto carrier plate 84 for receiving an engine leg 82 which is securedv thereon by bolt 92. End plate 94 is welded to the plate 84. and the end of bracket 90 remote from end flange 88. Anchor mounting plate 96 is in spaced parallel relation with. the vertically extending floating carrier plate 84 and has a bearing plate 98 welded thereto in relation to rest on the center sill member to which it is detachably secured by bolts 100. Resilient units are arranged between

plates

84 and 96 and each unit consists of sheet rubber 102 bonded to metal plates 104. Such resilient units are secured to the carrier and mounting plates by short bolts 106 passing through plate 84 and one of the plates 104 and bolts 107 passing through plate 96 and the other plate 104. The rubber is bonded to the inner end of

bolts

106 and 107. Spacer strips 108 are welded to the mounting anchor plate 96 and bear against the center sill member. Spaced guide rests 110 project from under the center sill member 6 and are secured thereto by bolts 112, the purpose of the guide rests being to receive plate 96- and prevent its displacement from the center sill while shifting' and when bolts 100 are removed.

As previously stated, carrier plate 84 is supported to float and its vertical movement is restricted by snubber means consisting of an angle member 114 welded to the plate 96 above the center sill member, bolts 116 extending through the angle member and the carrier plate top flange 86Vand plates` 117. The bolts 116 are secured in position by nuts 116. A rubber sheet 118 is provided between the angle members 114 and adjacent plate 117 between ange 86 and the top plate 117. Vertical movement of the carrier plate in either direction is damped by the rubber sheets and is limited by the degree to which the sheets can be compressed.

Provision is also made in the engine mountings for restricting and damping longitudinal movement of each carrier plate by means associated with each end thereof. An angular stop member has a base 118', secured on one end of bearing plate 98 and to the top flange of center sill 6 by bolt 120, and an upstanding abutment 119 parallel with flange 8 at the upper end of the carrier plate. Between the abutment 119 and ilange 88 is arranged a resilient unit comprising a rubber sheet 122 between and bounded to plates 124. This resilient unit is secured between the abutment and ange 88 by

bolts

125 and 126. Another angular stop member having a base 128 having an upstanding abutment 130 is secured on an extension of bearing plate 98 and to the top of sill 6 by bolt 132. Wings 134 extend between the sides of the base member 128 and abutment 130 and one of such wings contacts mounting plate 96. Another angular end stop member extends vertically inside of mounting plate 96 and one flange 136 is parallel to such plate and another ange 138 is parallel to end plate 94 of the carrier plate. Flange 136 is secured to plate 96 by bolts 140. Between flange 138 and end plate 94 and between

flanges

130 and 88 are arranged resilient units comprised of kplates 142 and intermediate sheet rubber 144 bonded thereto, the units being secured in such relation by

bolts

145 and 146.

While the engine mounting just described comprises a mounting plate, a carrier plate, end resilient stop means and vertical movement restriction means that are detachable, they can be assembled as a unitary structure for application to or removal from the center sill member, and also for adjustment lengthwise on the sill. Upon removal of

bolts

92, 100, 120 and 132, the mounting units M can be shifted longitudinally to permit the associated engine leg 82 to freely pass thereby in a vertical direction. To dismount the engines A and B, they are jacked up with bolts 92 removed to permit longitudinal movement of the mountings into either engine receiving position or engine removal position. During this operation, the locomotive is preferably located over a pit in which suitable jacks can be arranged for raising and lowering the main engine. The engines are mounted to float on rubber so that operational vibration will be substantially damped without transmittal to the underframe.

The invention may be modified in various respects as will occur to those skilled in the art and the exclusive use of all modifications as come within the scope of the appended claims is contemplated.

What is claimed is:

1. A mounting for carrying an engine on a frame comprising a vertical carrier plate with a top flange having one end turned down, a mounting plate parallel with the vertical carrier plate and having a bearing extension adapted to be detachably secured on the frame, rubber means between and secured to said plates, an abutment adjacent said downturned flange end adapted to be detachably secured on the frame, and rubber means secured to and between said abutment and said downturned end portion of the carrier iiange.

2. A mounting for carrying an engine on a frame member comprising a vertically extending carrier plate having an engine bearer extending from the inner face and an outwardly extending top ange, a mounting plate parallel to the carrier plate having an intermediate ontwardly extending bearer adapted to be secured on top of the frame member, rubber means between and secured to said plates, a bracket secured to the outer face of the mounting plate above the mounting plate bearer, and means associated with the top flange of the carrier plate and the bracket for snubbing vertical movement of said carrier plate.

3. A mounting for carrying an engine on a frame member comprising a vertically extending carrier plate having an engine bearer on its inner face and an outwardly extending top ange, a mounting plate parallel with the carrier plate having a bearer adapted to rest on and to be secured on said frame member, said mounting plate being spaced from said carrier plate top ange, rubber means between and secured to said plates for floatingly supporting the carrier plate, a bracket on the mounting plate and resilient snubber means between the carrier plate and bracket resisting vertical movement of said carrier plate, the top of the mounting plate serving as a stop for the carrier top flange in the event of failure of the rubber means.

4. The combination of center sill frame members spaced to receive an engine therebetween, a plurality of similar mountings each comprising a vertically extending carrier plate having an inwardly extending engine bearer, a mounting plate having a vertically extending portion parallel with the carrier plate and an outwardly extending bearer slidably mounted on the center sill frame members, rubber means between and secured to the parallel portions of the plates, detachable means for securing the mounting plate bearers to the sills, spacer means between the vertical portions of the mounting plates and the adjacent center sill frame members and a guide rest secured to the bottom of the sills for receiving the bottom of the mounting plates and spacer means.

References Cited in the le of this patent UNITED STATES PATENTS 1,608,856 Masury Nov. 30, 1926 1,871,708 Lea Aug. 16, 1932 1,872,768 Lee Aug. 23, 1932 1,924,504 Lee Aug. 29, 1933 1,939,848 Haushalter Dec. 19, 1933 2,144,848 Miller Jan. 24, 1939 2,257,804 Lord Oct. 7, 1941 2,359,941 Rosenzweig Oct. 10, 1944 FOREIGN PATENTS 975,207 France Oct. 11, 1950 OTHER REFERENCES Serial No. 288,972, Julien et al. (A. P. C.), published May 25, 1943.