US314747A

US314747A - Locomotive

Info

Publication number: US314747A
Authority: US
Publication date: 1885-03-31
Anticipated expiration: 1902-03-31

Description

(No Model.) E; L. STREAM.

LOGOMOTIVE.

No. 314,747. Patented Mar. 31, 1885.

WITNESQES K M m g ATTORNEYSQ Nv PEIERs Phulo-Lilhngmpller, Washington. 0.0

UNITED drains Parana @rrrcnt EDGAR L. STREAM, OF NEXV ORLEANS, LOUISIANA.

LOCOMOTlVE.

SPECIFICATZQN forming part of Letters Patent No. 3I%,74'-7,,dated March 31, 1885.

Application filed July 31, 1884. (No model.)

To all whom it may concern: I

Be it known that I, EDGAR L. STREAM, 0 New Orleans, in the parish of Orleans and State of Louisiana, have invented a new and useful Improvement in Locomotives, of which the following is afull, clear, and exact description, reference being had to the. annexed drawings, forming part thereof.

The object of this invention is to'adapt the driving-wheels of a locomotive to be weighted by the draft of the train, in order to increase its adhesive and tractive power.

In the drawings, Figure 1 is a side elevation of my invention as applied to a locomotive. Fig. 2 is a detail plan view; and Fig. 3 is a plan view of my invention as appliedto a tender to facilitate the backing of a train of cars. Fig. 4 is a cross-section through the line 00 00 of Fig. 2.

A indicates part of the frame-work of a locomotive, B the axle boxes, and G the springs. To the clip D of the forward spring 0 is pivoted a bell-crank, E, one end of which is connected bya bar, F, to the forward end of the frame-work A, while the other end of the crank is connected by a bar, G, to across-bar, H, at the rear of the locomotive. The bellcrank and its connecting-bars are duplicated on the opposite side of the locomotive, and the barsG of both bell-cranks are connected to opposite ends of the cross-barI-I,as shown in Fig. 2. To the center of the crossbar H is connected the draw-bar I, to which the train of cars is to be attached. IVith this construction, the draft of the train tends to oscillate the bellcranks toward the rear; but the forward ends of the cranks being held by the bars F,which are attached to the frame-work in a plane be low the fulcra of the bell-cranks, the strain is thrown downward through the bell-cranks upon the axle of the forward driving-wheels, increasing the adhesive and tractive power of the locomotive drivewheels in proportion to the weight or draft-strain of the train.

In order to keep the action of the draft upon the bell-cranks within certain limits, the drawbar I is adapted to have a given longitudinal play in the frame-work, so that any excess of strain shall be taken by the frame-work,instead The connectingbars F may be attached to the front end of the frame-work A,either above the same, as shown, or belowit, if desired.

The forward and rear springs O are connected together by an equalizer consisting of a rocking bar, M, supported on a standard, N, at its center, and having its ends connected to the adjacent ends of the two springs, the construction being the same on both sides of the locomotive.

In Fig. 3 I have shown a construction by which the weight of a train may be made to increase the adhesive and tractive power of the locomotive drive-wheels in backing the train.

0 P are two levers which are to be pivoted underneath the frame-work of a tender, and connected by rods Q with the draw-bar I of the locomotive. In the draw-head It of the tender is arranged adraw-bar, S, which is connected to the draw-head by a pin, T, working in a slot in the draw-bar. When the drawbar is pressed forward by the action of backing, the inner end of the same presses against the adjacent ends of levers O P, moving said ends forward and throwing the outer ends of said levers rearward, as indicated by the arrows. The rods Q are thus drawn rearward, and through them the draw-bar I and bellcranks E are likewise drawn rearward, throwing the weight or force of resistance on the forward driving-wheels, with the result" above described. In order to fully understand this action, it must be borne in mind that the backing of the locomotive producesthis effect by the direct abutment of the rear end of the 10- comotive-frame A against the tender-frame, producing the reactionary effect through the mechanism shown in Fig. 8, as described. WVhat I claim is- 1. The combination, with the frame-work and the driving-wheels of a locomotive, of a bell -crank or equivalent device fulcrumed above the spring-support to adapt it to transmit weight or pressure to the driving-wheels,

the connecting-rod connecting the forward end of the bell-crank to the forward end of the frame-work, and the connecting-rod connecting the rear end of the bell-crank to the drawbar, substantially as shown and described, whereby draft on the draw-bar will cause a downward pressure on the bell-crank to increase the adhesive and tractive power of the locomotive drive-wheels.

2. The combination of the framework and the driving-wheels, the pair of bell-cranks fulcrumed on the springs over the forward driving-wheels, the rods connecting the bell-cranks to the forward end of the frame, the rods connecting the bell-cranks to a cross-bar, the drawbar connected to said cross-bar, and means, substantially as described, for limiting the longitudinal play of the draw-bar, substantially as and for the purpose specified.

3. The combination, with a device, substantially as described, for throwing the weight of a forward-moving train upon the driving- 25 wheels of a locomotive to increase the adhesive and tractive power of the latter, of a de vice for creating a draft upon the draw-bar of a locomotive when atrain is being backed, the

same consisting of two levers pivoted near 30- EDGAR L. STREAM. Witnesses:

P. O. CLARK, I H. DUDLEY COLEMAN.