Патент USA US2109980код для вставки
7T? E, 1938.` 2,109,989 C. J. SURDY LOCOMOTIVE STOKER Filed June 20, 1956 MW. fr ... K n_ _ ? \ \\ g N Í INVEMOR, BYJ Ü/za'f/ês 6dr y / vJ ATTORNEYS Patented Mar. 1, 193s ’ y y 2,109,980 UNITED STATES PATENT forties 2,109,980 LOCOMOTIVE STOKER Charles J. Surdy, Tuckahoe, N. Y., assignor, by mesne assignments, to The Standard Stoker Company, Inc., New York, N. Y., a corporation of Delaware Application June 20, 1936, Serial No. 86,281 4 Claims. This invention relates to stokers for use in supplying coal from a tender to an inter-coupled locomotive. The main object of the invention resides in the 5 provision of a locomotive stoker comprising a non-extensible and non-contractible flexible conveyor system having a section mounted on the tender in a manner so that its principal motion is longitudinal with respect thereto. 10 Specifically, the present invention contemplates the improvement, in structures of the above character, which consists in mounting the speed red'uction gearing for the conveyor system rigidly on- the tender and providing an extensible and l5 contractible driving connection between the movable conveyor system and the rigidly mounted speed reduction gearing. `Another object of the invention resides in the (Cl. 198-15) rigidly mounted on the locomotive by means of angle bars such as I5 which secure the delivery portion of the conduit section to the boiler back head I6, and also bythe bracket il?. The lower end of the forward conduit sec- 5 tion I2 is formed with a spherical seat I8 to re ceive the spherical ball member I9 of the inter mediate conduit section I4, and constituting therewith between the two conduit sections a universal joint connection 20 disposed on the lo-- 10 comotive A and preferably beneath the cab deck 2I. From the joint connection 2t, the interme diate conduit section I4 extends rearwardly to the tender B where it is universally connected at 22 to the front end of the trough section I3. 15 This joint connection 22 is formed by the hollow spherical shell 23 of the trough section I3 and the vertically split spherical clamp 2li of the provision of a flexible conveyor system which is ¿i0 so arranged that, While it may move with respect to the tender, the conveyor system does not act as a support for the conveyor drive gearing, the latter being rigidly mounted on the tender at the rear of said conveyor system and having a tele-- intermediate conduit section I 4 fitting over the shell- 23. Rotation of the intermediate conduit 20 section I4 is prevented by means of the circular lug 25 on the shell 23 ñtting in the groove 26 of the clamp 2t. Thus, it will be understood the conduit sections are universally connected and 25 scopic Further driving objects connection and advantages therewith.will become apparent as the following specification is read ing tied atogether non-extensible at theirand adjacent nonecontractible ends, constitut-ñex ible conduit system providing articulation be in connection with the accompanying drawing, in which 30 Fig. 1 is a central vertical longitudinal section tween the conduit section I2 on the locomotive and the conduit section I3 on the tender. It will be observed there is nov longitudinal movement 30 35 through adjacent ends of the locomotive and between the’ conduit sections. tender, with the improved conveyor system applied thereto, and shown partly in elevation and partly in similar section; Longitudinal movement of the conduit system as a whole with respect to the tender required when the locomotive and the tender traverse a Fig. 2 is a transverse section taken on the line 2--2 of Fig. l; Fig. 3 is a section in plan taken on the line 3_3 of Fig. l; and Fig. 4 is an enlarged sectional view taken on 40 the line 4-4 of Fig. 3. ` curve, or when coupling up a train of cars, is 35 provided by the novel mounting of the trough section I3 on the tender as now to be described. This trough section I 3, positioned beneath the apertured ñoor 2t of the fuel bin Ill to receive the fuel therefrom, is mounted in the tender for 40 On the drawing, the intercoupled locomotive longitudinal movement only with respect thereto, and tender are shown with the locomotive indicated at A, the tender at B, and the coupling means being provided restraining any appre ciable lateral and vertical movement of the connection therebetween at C. This connection 45 may be of any well known construction permitting articulation between the locomotiveand the tender, and also providing for the usual amount of longitudinal movement between them. Fuel is transferred from the fuel bin IIl of 50 the tender B to the firebox of the locomotive boiler II by the stoker S which includes a nonextensible and non-contractible flexible conveyor system, comprising a forward section I2, a rearward trough section I3, and an intermediate 5 section I4. The forward conduit section I2 is trough section E3. Preferably, although not necessarily, the trough section i3 is slidably 45 mounted on or supported from the underframe 29 by the rollers 3u mounted on bearings 3i car ried _by longitudinally spaced transverse brackets 32, 33, depending from the trough section ad jacent opposite ends thereof and arranged with 50T the bearings for the rollers positioned slightly above the underframe whereby the rollers, when mounted on the bearings, rest upon the frames. The rollers 30 are received in laterally spaced longitudinally extending guideways formed by 55 2 2,109,980 the parallel channel bars 34, 35. As shown, these channel bars are integral with the underframe 29, although channel bars separable from the frame may be employed. Each channel bar in cludes an upright leg 36, an inwardly directed top ledge 31 and a bottom or supporting ledge 38, which, as shown, is formed by the top wall of the ‘under-frame 29. The rollers 30 are guided in the channel bars, but spaced close to the up right legs 35 whereby the legs prevent any sub stantial swinging movement of the trough section I3; likewise, the rollers 38 are fitted closely be tween the ledges 3'! and 38 to prevent any sub stantial vertical movement of the trough sec tion. However, as shown in Fig. 2, sufficient space between the rollers 3D and channel bars 34, 35 is provided to permit free longitudinal tains a driving connection between the shafts 48, 52. In order to allow for slight misalignment of the shaft 48, 52 and also for slight vertical and lateral movement of the trough section I3 because of the spacing between rollers 30 and channel bars 34, 35, the outer surfaces of the enlargement 38 of the shaft 52'are curved slightly in longitudinal extent. From the foregoing, those familiar with rail way rolling stock will recognize that my inven tion provides an improved stoker fired locomo tive and tender embodying a very practical, light weight, and eñcient non-extensible and non contractible, flexibly related con-duit system se cured at one end to the locomotive and at the other comprising a trough section slidably mounted in the tender for movement with re movement of the trough section I3 with respect ' spect thereto, which is principally longitudinal. to the tender. It will be understood that the This construction obviates the necessity for tele spacing between the rollers 30 and channel bars scopic members between the conduit sections, thereby simplifying the conveyor organization. 34, 35, as shown in Fig. 2, is exaggerated some what in order to secure clarity of illustration. It has the further advantage of maintaining at Fuel is conveyed through the conduit system all times the universal joints of the screw sec tions within the universal joints of the conduit by a screw conveyor, comprising sections IIB, 4I and 42, universally connected at their adjacent sections, providing true universal movement be-- ' ends at 43 and M, the universal joints 43 and M tween the screw conveyor and the conduit sec being positioned respectively within the universal tions, and also avoiding the necessity for longi connections 2B and 2l of the conduit system. tudinal movement of the screw conveyor in the The screw conveyor is -driven from its rearward conduit organization, thereby minimizing the abrasive or cutting action of the screw conveyor. < end by means including the drive gearing t5. During normal operation of the locomotive and The important feature of mounting drive gear tender, the conduit sections I4, I3 rearward of ing ¿I5 separately from the conveying system is the universal connection 2B are, in effect, pulled of special advantage in this construction because along forwardly by the forward conduit section it reduces the strains imposed upon parts of the I2. This places a strain on the universal con nection 2t and the boiler backhead I6 because the forward conduit section I2 is secured to the latter. In a smaller degree, a strain is also im posed upon the universal joint 23. In order to 40 reduce the strains which would otherwise be im posed on the forward conduit section I2 and the boiler backhead I6, I reduce the weight of con duit system rearward of the universal connec tion 2E). This result is accomplished by mounting the drive gearing ¿l5 rigidly on the tender at the rear of the trough section I3. Specifically, the drive gearing 45 consists of speed reducing gears ¿i6 which operatively connect the power shaft 4"! and the power take-01T shaft 58. The gears d5 and associated shafts M, 48 are carried by the housing ¿I9 and the cover 53. Bolts 5I rigidly secure the housing ¿I9 for the drive gearing ‘t5 to the underframe 29 of the tender. The power shaft 4I is driven from any suitable motor or other prime mover. Gear housing ¿59 is so mounted on the tender that the axis of the power take-off shaft ¿I8 is in approximate alignment with the axis of shaft The latter is carried by the trough section I3 60 52. in a bearing 58 and has an operative'connection at 54 with the conveyor screw section 4i). Be tween the adjacent ends of the screw section ¿ill and the bearing 53, the shaft 52 carries thrust washers 55. At its forward end, the power take-off shaft 48 is provided with an enlarged portion 56 hav ing an internal rectangular shaped socket 5I. The rearward end of the shaft 52 is provided with an enlargement 58 which engages the socket 70 5'.' to form a driving connection between the shafts 43 and 52. As shown, the enlargement 58 is free to slide longitudinally within the socket 5’I during longitudinal movement of the trough 75. conduit section I 3 and at the same time main locomotive and upon the forward end section I2. I claim: 1. In combination with an intercoupled loco motive and tender, the former having a flrebox and the latter a fuel bin, a flexible conveyor sys tem for transferring fuel from the tender to the 40 locomotive ñrebox comprising a conduit sup ported wholly on the tender for movement lon gitudinally with respect thereto, means for re straining lateral movement of said conduit with respect to said tender, a conduit mounted on the locomotive and being secured thereto against longitudinal movement, an intermediate conduit establishing communication between the first and second named conduits, said intermediate conduit being inextensible in length and being , flexibly related with the first and second named conduits, conveying means in said conduit sys tem including a conveyor screw in the first named conduit, and drive means for operating said conveying means, said drive means includ- , ing a speed reduction unit rigidly mounted on the tender rearward of and separate from the first named conduit and having a slidable driv ing connection with said conveyor screw in ap proximate axial alignment therewith. (if) 2. In combination with an intercoupled loco motive and tender, the former having a firebox and the latter a fuel bin, a flexible conveyor sys tem for transferring fuel from the tender to the locomotive ñrebox comprising a conduit sup ported wholly on the tender for movement longi tudinally with respect thereto, means for re straining lateral movement of said conduit with respect to said tender, a conduit mounted on the locomotive and being secured thereto against 70 longitudinal movement, an intermediate con duit establishing communication between the first and second named conduits, said interme diate conduit being inextensible in length and being flexibly related with the first and second 75 2,109,980 named conduits, conveying means in said con duit system including a conveyor screw in the ñrst named conduit, and drive means for op erating said conveying means, said drive means including a speed reduction unit rigidly mounted 4. In a locomotive tender, a stoker conduit on the tender rearward of and separate from the supported wholly on the tender for longitudinal movement with respect thereto, means for re straining lateral movement of said conduit with first named conduit and having a sliding iiexible driving connection with said conveyor screw in approximate axial alignment therewith. 10 3 rearward of and separate from said conduit and having a slidab'le driving connection with said conveyor screw in approximate axial alignment therewith. 3. In a locomotive tender, a stoker conduit supported wholly on the tender for longitudinal movement with respect thereto, means for re straining lateral movement of said conduit with respect to said tender, a conveyor screw in said conduit, and drive means for operating said con veyor screw, said drive means including a speed `reduction unit rigidly mounted on the tender respect to said tender, a conveyor screw in said conduit, and drive means for operating said con 10 veyor screw, said drive means including a speed reduction unit rigidly mounted on the tender rearward of and separate from said conduit and having a sliding flexible driving connection with said conveyor screw in approximate axial align 15 ment therewith. CHARLES J. SURDY.