US568779A

US568779A - Electric locomotive

Info

Publication number: US568779A
Authority: US
Publication date: 1896-10-06
Anticipated expiration: 1913-10-06

Description

(No Model.)

J. E. LoGKwooD. ELECTRIC LOGOMOTIVB.

Patented 066. 6,1896. I

2 Sheets-Sheet -1..

UNITED STATES ATENT Enron.

JOSEPH EUGENE LOCKWOOD, OF DETROIT, MICHIGAN.

ELECTRIC LOCONIOTIVE.

I SPECIFICATION forming part of Letters Patent No. 568,779, dated October 6, 1896.

v Application led June l0, 1893. Serial No. 477,230. (No model.)

To all whom t mwyrconoern:

Be it known that I, JOSEPH EUGENE Loox- WOOD, a citizen of the United States, residing at Detroit, in the county of IVayne and State of Michigan, have invented certain new and useful Improvements in Electric Locomotives, which are fully set forth in the following speciication, reference being had to the accompanying drawings, in which- Figure l is a plan view of an apparatus embodying my invention in one form. Fig. 2 is a detail sectional view of the same, taken on the line 2 2 of Eig. l and looking in the direction of the arrows. Fig. 3 is atransverse section taken on the line 3 3 of Eig. l and looking in the direction of the arrows.

My invention relates to electric locomotives, and more particularly to that class in which the motor and its equipment are mounted on zo a truck, which, in turn, is mounted on the axles, which serve to drive the locomotive and carry the wheels on which it is supported and travels. V

The object of my present invention is to so z 5 supportthe motor and itsv gearing as to reduce to a minimum the shock to said parts of the mechanism due to obstructions or unevenness of the track, thus preventing any sudden strain on the gearing, While at the 3o same time the vtruck is allowed the greatest possible flexibility of movement and the weight of the motorand its equipment is distributed in the most advantageous manner.

To these ends my invention consists in certain novel features which I will now proceed to describe, and will then particularly point out in the appended claims.

In the accompanying drawings, A represents the truck-frame, which is preferably 4o rectangular in form and composed of channelbeams or other suitable material. This frame is provided with suitable boxes ct, in which are mounted the axles B, which carry the wheels b, on which the locomotive is supported and travels. These boxes a are desirably springboxes of any approved type.

C represents the motor, which is of any approved type and which, along with its associated driving-gear, is mounted in avsupple- 5o mental-frame D, which latter is supported from the truck-frame A in any suitable manner. The construction and arrangement of this supplemental frame shown in the drawings is that which I prefer to employ. As shown, this frame comprises two channelbarsl d, which at their central portions are suflciently far apart to admit of the mounting of the motor C between them. At this point each of the channel-bars d passes under and is secured to a casting D', to which castings the motor proper is secured and by means of which it is supported. Each of these castings D is provided with two outwardly-diverging arms d', which extend over the side rails a of the truck-frame A. A bolt a2 extends upward from a shoe A', attached to the side rail a/ through asuitable aperture in each arm cl', and a spring a3 is interposed between the shoe Al and the arm CZ', the bolt d2 passing through said spring. Above the arm d there is placed upon said bolt 0,2 a spring a4, and above this spring there is mounted on the bolt a washer a5 and a suitable nut a6 to retain the several parts in position.

Any suitable spring connection may be substituted for that just described, and it will be understood, of course, that a similar construct-ion exists at each. of the four points where the supplemental frame is connected with the truck-frame. Under certain circumstances I may deem it desirable to connect the supplemental frame directly to the truck frame without the interposition of springs.

Those portions of the bars d which pass under and are secured to the castings Dl are desirably parallel, and from these points the bars d converge toward each other in each direction Auntil they approach the axles B. Those portions of the bars d which pass nnderneath the axles B are parallel, and their ends beyond the said axles are connected by transverse bars d2. In the construction shown these end bars are not connected withl the end rails a7 of the truck-frame; but, if desired, they Vmay be connected thereto k,either by a spring connection or rigidly, as desired.

On each side of the motor proper the sup plemental frame D is provided with crossbars cl3, which carry the bearings d4 for the motor-shaft c. This latter shaft is provided at each of its ends with a bevel-pinion c',

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which meshes with a bevel-gear E, supported and connected in the manner hereinafter dcscribed.

F is a sleeve mounted in suitable bearings f, supported by the parallel portions of the bars d of the supplemental frame, which extend under the axle B. The axle B extends loosely through this sleeve F Without contacting therewith at any point, and the said sleeve is a split sleeve, as indicated in Fig. 1 of the drawings, in order to perlnit it to be placed around the axle and removed therefrom without displacing said axle. On the sleeve F is mounted the bevel-gear E, already referred to, the said gear being a split gear, so as to permit it to be readily placed upon and removed from the sleeve F.

On each end of the sleeve F there is mounted or formed a disk F, provided with pins f projecting outward from the face thereof, two pins being shown in the present instance, although a greater or less number may be employed. Opposite to and at a suitable distance from each of the disks F there is secured on the axle B a disk B', having similar pins b extending from its face toward the disk F'. The disks l5 are desirably split in the manner indicated or in any other suitable manner, so as to permit their ready application to and removal from the axle B. The pins f and b are connected with each other by means of spiral springs b2, so that motion imparted to the sleeve F will be transmitted to the axle B through the medium of said springs in an obvious manner.

It will be understood, of course, that the description just given applies to both ends of the truck, the construction being in duplicate, but reversed.

It will be noted that the motor and all the gearing connected therewith are mounted on a supplemental frame, which is in turn supported upon the truck-frame in such a manner as to permit aperfectly free movement of the truck-frame in accommodating itself to the unevenness of the track or to any obstructions thereon without transmitting the shock, jar, or vibratory movement due to such causes to the supplemental frame or to the mechanism mounted thereon. Moreover, this construction takes the weightof the motor proper away from the bearings fand transmits it directly to the truck-frame A, where it is distributed to the axle-boxes a. This is obviously advantageous for the reason that these axle-boxes are better iitted for carrying this weight, being close4 to the wheels or axle-su pports, and being easily lubricated and readily accessible for this purpose. A greatly-reduced frictional resistance results from this construction, thus increasing the efficiency of the motor.

The mode of connecting thev axle with its driving-gear by means of a sleeve mounted in or upon a separate frame and driving the axle through the medium of spring connections possesses many obvious advantages.

In the first place shocks are not transmitted directly from the wheels and axles to the gearing, and sudden strains on the bevelgears and bevel-pinions are thus prevented. The bevel-gearing which is employed to transmit the powel` at right angles is mounted in a supplemental frame in such a way that there can be no possibility of their varying from their proper relative positions, since they are supportedindependently of the axle, and Wear or damage to the said gearing is thus prevented. The axles may be given end play to any reasonable extent, which will greatly facilitate the rounding of curves, and the axles may vary in their angular positions both with respect to each other and with respect to the driving-gear without materially alfecting the transmission of power and without straining or damaging the gearing.

It is to be noted that according to myconstruction the motor-frame has no immediate connection with the axles. It is supported wholly by the truck-frame, and receives only indirect support through the intermediary truck-frame from the said axles. The tubular driving-shafts are mounted in bearings on the motor-frame,vand therefore are carried thereby and soultimately, by the main frame. There is no dependence placed upon` the axles for the support of either the motorframe or the tubulardriving-shafts mounted in bearings thereon. It will be noted also from the description above that the motorand all the drivin g-gear, up to` and including the tubular shafts, are mounted entirely upon this supplemental frame, and so are free from any dependence upon the axles for support the same as the motor-frame itself.

The motor-f rame may yield vertically either bodily, at either end, or either side, but as the motor and driving-gear, as stated above, are mounted wholly upon this motor-frame all such vibrations of the latter will be harmless, so far as disturbing the motor or its driving connectionsis concerned. The provision is complete for relieving the motor and the driving mechanism from all shock due to the movement of the truck-wheels along the track.

If the main or truck frame is elastically supported on the axles, the supplemental motor-frame may be rigidly connected to the truck-frame and the elastic connection therewith. described above, dispensed with.

Having thus described my invention, what I claim to be new, and desire-to secure by Letters Patent, is-

l. In an electric locomotive, the truck Wheels and axles, in combination with a truck-frame mounted thereon, sleeves surrounding the axles but not in contact therewith, an elastic connection between said sleeves and axles,a supplemental frame separate from and independent of the axles, arranged in the space between the latter, mounted on the truck-frame and connected IOO IIO

l at its respective ends with the sleeves, an electric motor mounted wholly on said supplemental frame, and gearing connecting said motor with the sleeves, substantially as described.

2. In an electric locomotive, the truck Wheels and axles, in combination with a truck-frame mounted thereon, a supplemental frame connected to and elastically supported on the truck-frame and extending from axle to axle, tubular sleeves of greater diameter than the axles surrounding the latter and having bearings in the respective ends of the supplemental frame, elastic connections between said sleeves and the axles, a motor mounted on the supplemental frame, and a driving connection between said motor and the said sleeves, substantially as described.

3. In an electric locomotive, a truck-frame separate from the carbody, in combination with a motor-frame also separate from the car-body and constructed independently of the truck-frame but connected to and supported by the latter, revoluble tubular shafts mounted in suitable bearings at the respective ends of the said motor-frame, drivinggears connected to the said shafts, truck-axles passing through the said tubular shafts but not in contact therewith, an elastic or yielding connection between the said axles and the tubular shafts, and an electric motor mounted wholly on the motor-frame and having its armature-shaft provided with gears engaging l respectively with the driving-gears on the tubular shafts, substantially as described.

4. In an electric locomotive, the Atruck wheels and axles, in combination with a truck-frame separate from the car-body and mounted on said axles, a motor-frame also separate from the car-body and constructed independently of the truck-frame but arranged in the space between the car-axles and supported by the respective side bars of said truck-frame, tubular sleeves, of greater diameter than the truck-axles, arranged to surround the same without contact therewith and mounted in bearings on the respective ends of the motor-frame, a yielding connection between the said sleeves and axles, a motor mounted wholly on the said motorframe, and a driving connection between the motor and one or both of said tubular sleeves, substantially as described.

5. In an electric locomotive, a truck-frame, in combination with the truck wheels and axles mounted therein, a supplemental motorframe arranged between the axles and provided with lateral extensions elastically supported on the respective side bars of the truckframe, revoluble tubular shafts mounted in bearings at the respective ends of said supplemental frame and surrounding the respective axles but not in contact therewith, elastic connections between the said shafts and their respective axles, gear-wheels mounted on the respective tubular shafts, and an electric motor mounted wholly on said supplemental frame and having its armature-shaft arranged lengthwise of the truck and provided with gears at its ends engaging respectively with the gears of said shafts, substantially as described.

6. In an electric locomotive, the truckaxles, in combination with revoluble tubular shafts, F, inclosing the axles but not in contact therewith, an elastic connection between the axles and their respective shafts, a motorframe, D, arranged between the axles and connected at its ends to the said tubular shafts by suitable journal-bearings in which the latter may turn, beveled gears, E, secured to the tubular shaft, an electric motor, C, mounted wholly on said frame and having its armature-shaft, c, arranged lengthwise of the truck and beveled gear-pinions, c', fixed on the ends of said armature-shaft and arranged to engage respectively with the beveled gears on the tubular shafts, substantially as described.

7. In an electric locomotive, the Wheels and axles and the truck-frame, A, in which they are mounted, in combination with the supplemental frame, D, supporting the motorgearing, the castings, D', at the sides of said frame connected with the truck-frame, the supporting-springs, d3, and the motor, C, mounted on the frame, substantially as described.

8. In an electric locomotive, the truck wheels and axles, in combination with a truckframe mounted thereon, a supplementary motor-frame connected to said truck-frame, arranged in the space between the axles, independent of the latter and revoluble sleeves independent and outside the motor and inclosing the axles, but not in contact therewith, and mounted in said supplemental frame, an electric motor mounted wholly on said supplemental frame independent of and separated from said axles and sleeves, a driving connection between the motor and said sleeves, and elastic connections between said sleeves and axles, substantially as described.

JOSEPH EUGENE LOCKWOOD.

Witnesses:

THos. MUIR, L. C. BRooKs.

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