US64821A - woodbury - Google Patents

Description

3 SheetsSheet .l.

J. P. WOODBURY. LOOOMOTIVE TRUCK AND ENGINE.

No. 64,821. Patented May14, 18 67.

mlnpnes:

3'Sheets-Sheet 24 J. P. WOODBURY. LOGO MOTIVE TRUCK AND ENGINE.

. Jar/m2 M fiwfjzewes, gww M THE ucmms PUERS 60 PHD'TO-LIYHQ, WASHINGTON, n. c.

a sheets-sheet a.

J. P. W'OODBURY. LOGOMQTIVE TRUCK AND ENGINE.

No. 64,821. Patented May .14, 1867.

' m: mums straws co. PHOTO-HMO" wunmcron, o c

@nitrh gram gaunt @ffirr.

JOSEPH P. WOODBU.RY, OF BOSTON, MASSACHUSETTS. Letters Patent No. 64,821, dated May 14,1867.

. IMPROVED LOGOMOTIVB Timex AND ENGINE.

TO ALL WHOM 1r MAY'CONCERN:

Be it known-that I, JOSEPH P. WOODBURY, of Boston, in thecoun'ty of Sufl'olk, and State of Massachusetts,

have invented certain new and useful improvements in Locomotive Engines; and Tile hereby declare that the following is a full and exact description thereof, reference being bad to the accompanying drawings and to the letters of reference marked thereon. I v

The nature ofmy invention consists, first, in so constructing a locomotive engine that each of its trucks shall be free to swivel andvibrate, (so as to adjust themselves perfectly to the curves and irregularities of the track,) independently of the main carriage, also of each other; sccond,in' having a separate pair of vertical cylinders, and their working gear being attached directly to the truck and swivelli'ng with the truck of main carriage and boiler; 'third, the steamfor each pairof cylinders-being supplied from onehojrizontal boiler having a steam dome near'each end of the same, and being conducted by a pipe that moves with the cylinders by means of a stufling-box; fourth, the exhaust pipes keeping a relative position equally with the boiler by means of the stui'ling-box. D

The principal features in which myimproved locomotive engine differs from others may be set forth as follows: I v

First. Each wheel upon which the engine rests is a driver, therefore the whole weight of the engineis availablefor giving tractive power. About half of the weight of the engines as ordinarily constructed is su ported by the wheels of a dummy truck, and consequently not available for tractive power.

Second. The driving-wheels are not rigidly attached to the frame of the locomotive, nor to-thc boiler, nor tg each other, but are so constructed and attached that they are free to adjust themselves to all the irregularities of the track. v

Third. By supporting my locomotive upon trucks of my improved construction, I can make the supporting frame very long, so as toadmit of a boiler of large capacity; also to carry upon it fuel-boxes.

Fourth. It is well known theta large engine will not run with safctyon acurve of less radius than six hundred feet, while an engine constructed after my plan. can run as safely and almost as easily on curves of a short radius as upon a straight track. Iddeed a large engine constructed upon my improved plan will traverse a curve of one hundred fcet' radius, while the smaller kinds .will run on a curve of fifty feet radius. This peculiarity renders my engine very valuable for'railrbads of mountainous regions.

p v To enable others'skilled in the art to make anduse my invention, I will proceed to describe its construction and use. In the drawings,

On sheet No. 1,, v

Figure 1 represents a side elevation ot my improved locomotive engine.

Figure 2 represents a plan of the same, apart of the top of theoab removed so as to show the fuel-boxes E E.

Figure 3 is an enlarged view of the coupling attached to the upper end of the front reverse-handle, indicated by U, figs. 1 and 2.

On sheet N o 2 t Figure 4 represents the front elevation of the engine.

Figure 5 is a cross vertical section of the engine.

Figure 6 is a plan of outset the trucks.

Figure 7 is aplan showing the method of attaching the truck to the frame of the locomotive.

. On sheet No. 3,

Figure 8 is ,a longitudinal vertical section through the front truck and the front part of The boiler, steam dome, supply and exhaust pipes.

Figure 9 is an enlarged section shorting the method of connecting the supply and exhaust pipes with the steam dome.

Figure 10 is a plan showing thepart of the truck and locomotive-frame as itwould be modified" for outside connections I Description. I

As the boiler, its furnace, steam domes, and Smokestack, are made after the ordinary manner, no details of description need be given. The rear end of the boiler is rigidly attached to the frame A,'figs. 1, 2, 3, 4, and 5, by means of suitable bolts and stays not shown in the drawings; the front end of the boiler is also rigidly i attached to .the frame by means of the casting y, figs. 1, 1, and 5 and the intermediate frames 0 cc 0. figs. 5 and 7, or in any substantial, workmanlike manner that will admit of the application of my improvements. The general construction of the frame A is indicated in the drawings, figs. 1, 2, 4, 5, and 7. This frame should be carcfullyand strongly made, as it has to support the boiler, the cab, fuel-box, and water-tank. The truckframe KK is constructed in form as represented in figs. 6, 7, and 8. Thcjournal-boxes gg, fig. 8, have springs,

h h, and are connected to thejonrnal-box s, fig. 8, of the crank-shaft t by means of the radial armsff- These radial arms are rigidly attached to the boxes g, but have a swing-joint attachment to the box 8, so that the journal-boxes will oscillate considerably without disturbing the crank-axle t. The truck-frame K K is attached to the frame G G, which snpports'the engine-framc X X, by means of the bolts u u u u, fig. 5, and the short compound cylinders II I I, fig. 4. These short cylinders are so constructed that-the lower part slides into the upper part, and rests upon an elastic cushion, cZ, fig. 5. The frame G, figs. 4, 5, and T, has combined with it a circular groove in which radial rolls aa a a, fig. 7, are hung. These radial rolls traverse upon the under surface of a circular platform which is combined with and forms a part of the locomotive-frame c c c c, A A,

figs. 5 and 7. The frame G swings upon a substantial centre-pin, 1', fig. 5, which is attached to the locomotiveframe. The journal-box a and housing, fig. 5, are suspended to the frame Gby the suspension-rods c e. As

there is nothing peculiar about the eccentrics, valves, valve-stems, pistons, or cylinders, particular descriptioi is not essential. The link motion, S, fig. 1, for regulatingthe cut-off, is made in the usual manner, and is operated or adjusted by the reverse-handles NN, also made in the usual manner, excepting the front reverse-handle,

which has a coupling, U, and a long rod, Z, acting as a handle, so that the engineer standing in the cab may operate the front reverse-handle. The construction of the coupling U, fig. 1, may be understood by inspection of the drawing, fig. 3, in which a b 0 form together a universal joint. d is a crank-disk attached to c. To

this crank-disk is connected the rod 20, by means of the pin g, so that when the disk is made to revolve the catch-bolt u, figs. 1 and 3, is made to move up and down, that is into or out of the notches in the gear-plate 9;,

fig. 1.

Steam dome and connecting pipes: Fig. 9 is an enlarged sectional view showing my method ofconnecting the supply and exhaust pipes to the steam dome of the boiler. As my engines swivel independently of the boiler, the supply and exhaust pipes and all of their connections are made in a peculiar manner, and require particular description. I), figs. 8 and 9, Sheet No. 3, steam dome to which is attached a hollow nut, D D, iig. 9. Within this hollow nut two rings nnnn screw in such a manner as to held between them the ring 0 into which the supply pipe F screws. The supply pipe F, with its ring 0, is free to revolve-and is made steamtight by packing between the packing-nut m m and ring it n. 12 figs. 8, 9, and 2, is a plate, connecting the two'partsX X, figs. 1 and 2, together, and staying'thc whole upper part of the engine-frame, so that the pipe leading from the cylinders to pipe F shall in.nowise be strained. The upper end of the pipe F, fig. 9, is attached to the cap 1?, into and fromwhich the exhaust flows, by means of rings iit'i'and the packing-box II. The i J, figs. 1, 8, and 9, together with the pipes J J, conducts the steam from the steam demo to the working cylinllOIS. T, figs. 1, 2,nnd 8, is a throttle in the pipe J. The pipe Y, figs. 1, 8, and 9, together with the pipes Y Y figs. 1 and 2, forms the clihanst pipes leading from the cylinders into the upper part of the pipe F, and through P and H into the smoke-stack. The exhaust pipe H can be taken into the smoke-stack much lower down than it is represented in the drawings, if desirable, in order to get a better blast.

1 construct my water-tank in the frame of the locomotive between the two trucks immediately under the boiler, shown by W, figs. 1 and 2. The sides of the tank may be carried up, upon either side of the boiler, if desirable, in order to get more water space. The object of thus placing the water-tank is to take advantage of the open space which the construction of my engine leaves between the trucks. It is also, as will be readily understood by all engineers, the best possible place for a water-tank as it tends to lower the centre of gravity of the engine as a whole, and also, by its weight, gives additional tructive power. The reverse-handle, with its connecting-lever, is attached to a metallic plate, V, figs. 1 and 2. This plate V is rigidly attached to the frame of the engine so as to revolve with it, and thus keeps the reverse-gear in its proper relative position with the engine. The fuel-boxes E'E, figs. 1 and'i', may be constructed substantially as shown in the drawings. P, fig. l, is an air-receiver or shield, opened at the front part so as to collect air and pass it through the ash-bot: to the lire. In case it is desirable to have a very long boiler, the trucks may .be set further apart, which will admit of the ash-pun and fire-box being lowered down so as to, come just in front of the rear truck.

Having thus described my invention, I will now proceed to set forth my claims. What I claim as my invention, and desire to secure by Letters Patent of the United States, is-- 1. A locomotive engine constructed with horizontal boiler, resting entirely on trucks which have free lateral oscillation independently of the boiler, these trucks being provided with vertical frames, as shown and described for purpose set forth.

2. The vertically acting cylinders, in combination with a frame which oscillates rotatively with the truck independently of the boiler.

The combination and arrangement of the supply pipes F, the pipe F, exhaust pipe 1, cap I, and pipes H. 4. The combination of the circular series of radial rollersa, with the concentric rings, as shown in fig. 5, holding the axes of the same, and the horizontal boiler, and the truck. I

The combination of the operating-rod 7., toggle-'oint U, and reverse-handle N, as shown 11) hgs. 1 and 3. 6. The combination and arrangement of the arms ff, the journahhoxe 9g of th driving-'hcfil q i l I n a journal-box S, as shown in fig. 8.

7. The rod Z, with swivel connections, in combination with the throttle T of the forward engine. 8. The swivel-plate or yoke pp, in combination with the engine-frame and steam dome. 9. The combination as well as the arrangement of the pipe F, and its adjuncts with the steam dome D, as shown in fig.-9. I i

All of which are substantially as described and for the purpose set forth.

JOSEPH I. WOODBURY.

Witnesses:

WILLIAM EDSON,

A. HUN BERRY.

Images