US657230A

US657230A - Locomotive-frame.

Info

Publication number: US657230A
Application number: US2188400A
Authority: US
Inventors: Daniel A Wightman
Original assignee: Individual
Current assignee: Individual
Priority date: 1900-06-28
Filing date: 1900-06-28
Publication date: 1900-09-04
Anticipated expiration: 1917-09-04

Description

No. 657,230. Patented Sept. 4, |900. D. A. WlGHTMAN.. LCOMUTIVE FRAME.

(Application led June 28, 1900.,

(No Model.) 2 Sheets-Sheet I.

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No. 657,230. Patented Sept. 4, |900.

D. A. WIGHTMAN.

LDCOMOTIVE FRAME.

(Application filed June 28, 1900.)

(No Model.) 2 Sheets-Sheet 2.

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DANIEL A. WIGHTMAN, OF PITTSBURG, PENNSYLVANIA- LOCGMOTEVE-FRAIVIE.

SPECIFCATION forming part of Letters Patent No. 657,230, dated September 4, 1900. Application filed Tune 28,1900. Serial No. 21,884. (No model.)

T0 @ZZ 'whom it may concern:

Be it known that I, DANIEL A. WIGHTMAN, of Pittsburg, in the county of Allegheny and State of Pennsylvania,have inventedacertain new and useful Improvement in Locomotive- Frames, of which improvement the following is a specification.

The object of my invention is to provide simple, strong, and inexpensive means for connecting together and bracing the forward portions of the side members of a locomotiveframe and for securing the cylinder-saddles more firmly thereto than heretofore and transferring to the frame a portion of the strain which has ordinarily been sustained by the cylinders and their saddles.

The improvement claimed is hereinafter fully set forth.

In the accompanying drawings, Figure 1 is a plan or top view of the forward portion of a locomotive-frame and the connected lefthand cylinder and saddle, illustrating an application of my invention, the lower half of the figure being in horizontal section on the line a ct of Fig. 2 and the right-hand cylinder and saddle being omitted to promote clearness of illustration; Fig. 2, a vertical longitudinal central section; Fig. 3, a transverse section, the left-hand half being taken on the line b b of Fig. 2 and the right-hand half on the line c c of Fig. 1; Fig. 4, a transverse section at the line d CZ of Fig. 2; Fig. 5, a plan or top view of the cylinder brace-plate detached, and Fig. G a vertical longitudinal section at the line e c of Fig. 1.

The main portion of each of the side members of the framethat is to say, that portion which extends from the front pedestal to the rear end of the frame-is herein shown as of the construction ordinarily heretofore employed, consisting of a rectangular mainframe bar or rail 1, having downwardly-depending pairs of jaws or pedestals 2, the pedestals of each axle being connected by intermediate pedestal-braces 3 to those of the next axle and being provided with removable shoes 4.. Downwardly-projecting members 5,whieh serve as saddle-bearings, against which the cylinder-saddles'abut on their rear sides, are formed upon the forward ends of the mainframe bars 1 and are connected at their lower v.ends to the forward pedestals by horizontal lower bars 6, continuous rigid vertical bearings or abutments for the saddles being thus provided and the portions of the main frame in advance of the forward pedestals being made integral rectangular structures. The forward portion of each of the side frame members, to which the adjacent cylinder-saddle 7 is connected and which may be termed the cylinder-section ofthe frame, is composed of an upper frame bar or rail 8, secured to the main-frame bar 1 by bolts 9 and keys 10, and a lower frame bar or rail 11, secured to the lower bar 6 of the main frame by bolts 12 and keys 13. The frame-

bars

8 and 11 extend forward horizontally fora sufficient distance to admit the cylinder-saddles, at the front of which they are extended downwardly and upwardly, respectively, for sufficient distances either to abut on their adjoining faces or, preferably, as shown, to iit truly against the upper and lower sides of an interposed transverse front-brace-plate 14. The framebars Sand 11 and front brace-platel 4 extend longitudinally in front of the saddles to a suitable bumper-beam, to which they are secured at their front ends. A

A transverse cylinder brace-plate l5 extends across the frame below the cylindersaddles 7, its front end being in or about in line with the front thereof and its rear end being located as close to the inside of the forward jaws of the front pair of pedestals 2 as will properly-clear the inner flanges of the driving-'axle boxes. The upper and lower faces of the brace-plate 15 are finished truly at and near its sides Apreferably with shoulders at the inner sides of the finished portions, and said brace-plate is fitted and secured between flanges or brackets 16, formed on the inner sides of the lower bars 11 of the cylinder-section of the frame,and corresponding anges or brackets 17 on the inner sides of the lower bars 6 of the main frame. The brace-plate 15 is rigidly connected to the frame-bars (i and 11 by the keys 13, by the bolts 12, by bolts 18, passing through it and through the

flanges

16 and 17, and by bolts 19, passing through it and through the iianges 16. The cylinder-saddles 7 may be secured to the

bars

8 and 11 of the cylinder-section IOO of the frame in the usual or any approved constitute a strong brace for the bumpermanner and are independently secured Vvto the cylinder brace-plate 15 by bolts 20.

A rectangular slot 21 may be formed centrally in the plate 15 near its rear end for the purpose or allowing the back end of the equalizer in locomotives having two-wheeled truck-s to project through sufficiently far for the attachment ofthe equalizer-hanger.

The cylinder brace-plate 15 is, it will be observed, located nearly in the horizontal plane of the axes of the cylinders 22, thus relieving the upper frame-bars o'f a substantial portion of the strain whichvthey ordinaril-y sustain. leading directly to the cylinder-saddles, which are connected to it both independently of the frame-bars and intermediately through sai-d bars, and a portion of the strains ordinarily sustained by the splice-bolts is thereby transferred to the main frame, thus materially strengthening the frame and cylinder connections, which is a matter of-substantial importance in large engines hauling extremelyheavy trains, as in present approved practice. The plate 15 also constitutes a rigid longitudinal and transverse brace extending back from the front of the saddles as nearly tothe first driving-axleas practicable.

In the instance exemplified my improvement is described and shown as applied in, connection with cylinders of the type which is now practically standard---that is to say, z in which each lcylinder is cast integral with a saddle, the two saddles abutting and being secured together in the vertical longitudinal: central plane of the locomotive and having: their `upper faces curved in conformity with the smoke-box, which is supported upon and l It will, however, be appar--l ent that my invention is equally applicable in locomotives having a central bed-plate or v bolted thereto.

saddle and separate cylinders secured to each side thereof, a construction which is in use to a comparatively-slight extent. I therefore use the term saddles herein as referring to the member which is intermediate of the cylinders, whether the same is composed of Atwo parts each integral with one of the cylinders or is a single casting having a separate cylinder secured to each of its sides,

said two constructions being so far as myinvention relates thereto mechanical equivalents.

The front brace-plate 14 is fitted between lateral iianges 23, formed on the lower portion Vof the upper bar 8 of the cylinder-section of `the frame, and similar flanges 24 on the upper portion vof the lower bar 11 thereof and is rigidly secured thereto by bolts 25.

The

flanges

23 and 24 are turned upwardly:

and downwardly, respectively, at their front ends, so as to afford a wide bearing for the entire depth of the frame-bars 8 and 11v against the rear side of the bumper-beam, against which the front brace-plate 14 also abuts throughout its entire width, so as to The plate l5 forms an additional tie beam substantially from one end thereof to the other. AA suitable center casting 25 for the reception of the center pin of the truck may be secured to the plate 14.

Vhile it will be obvious that an ordinary wooden bumper-beam may, if desired, be employed, the bumper-beam is, in order to inz sure greater strength and rigidity in the front portion of the frame, preferably a composite metal structure formed of two transverse channels 26, having their tlangesturned outwardly and separated by interposed distanceblocks27 and connected to the

front framebars

8 and 11 and brace-plate 14 by anglebars 28 and bolts or rivets 29. The bumperbeam is further sti'ffened by upper and flower plates 30 3l.

AThe construction above described imparts greatstrength and stiffness to the forward portion of the frame and the connections of the cylinder-saddles thereto. The attachment of the cylinder-saddles to the'frame lintermediately through the cylinder braceplate additionally to the ordinary direct connections andthe bracing of the cylinders by said plate close vto the line of strains in service materially lessens the liability to breakage of cylinders or looseness of connectingbolts, which has heretofore obtained to such an extent as to result in frequent and-considerable damage and expense.

I claim as my invention and desire to secure by Letters Patentf l. In a'locomotive-frame, the combination of twomain-frame side members, a pair of cylinders having interposed saddles, a'transverse cylinder-frame brace extending below thesaddles, from the front thereof to or near the forward pedestals of the frame, connections securing the cylinder-frame brace 'to the side frame members, and connections in-- dependently securing the cylinderframe brace to the saddles.

2. In a locomotive-frame, the combination of two main-frame side members, 'a pair of cylinders having interposed saddles, a transverse cylinder-frame brace located adjacent to the horizontal plane of the axes of the cylinders and extending from the front of the saddles to or near the forward pedestalsof the frame, connections securing the cylinderframe brace to the side frame members, and

connections independently securing the cylinder-frame brace to the saddlesa 3. Ina locomotiveframe,'the combination of two main-frame side members,two forward f-rame bars or rails, and a transverse cylinderframe brace, interposed at its sides between,- and vconnected to, the main-frame side members and the forward frame-bars, and extending from the plane of the front of the saddles to or near the forward pedestals of the frame.

4. In a 'locomotive-frame, the combination of two main-frame side members, each havinga lower horizontal ange on its inner side, two forward frame bars or rails, each having ICO IIO

an upper horizontal flange on its inner side, and a transverse cylinder-frame brace interposed at its sides between, and connected to, the flanges of the main-frame side members and of the forward frame-bars.

5. In a locomotive-frame, the combination of two main-frame side members, upper and lower forward frame bars or rails, secured to the side frame members and having horizontal flanges on their adjacent faces, and a transverse front brace-plate, interposed at its sides between, and secured to, the flanges of the forward frame-bars, and extending from the front ends thereof to or near the plane of the front of the saddles.

6. In a locomotive-frame, the combination of two main-frame side members, upper and lower forward frame bars or rails secured to the side frame members, a transverse front braceplate interposed at its sides between, and secured to, the forward framebars, and extending from the front end thereof to or near the plane of the front of the saddle, a bumper-beam composed of two channel members and interposed distance-blocks, and angle-bars secured to the front brace-plate and to the adjacent channel member of the bumper-beam.

7. In a locomotive-frame, the combination of an upper main-frame bar or rail, downwardly-depending jaws or pedestals, a vertical saddle-bearing projecting downwardly from the upper main-frame bar, at the forward end thereof, and a lower frame bar or rail connecting the lower end of the saddlebearing with the adjacent jaw.

8. In a locomotive-frame, the combination of an upper main-frame bar or rail, downwardly-projecting-jaws or pedestals, a lower main-frame bar or rail projecting in advance of the forward jaw, and a vertical member interposed between and connecting the forward ends of the upper and lower main-frame bars, and forming therewith and with the forward jaw, an integral rectangular structure.

D. A. VVIGIITMAN.