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Патент USA US2109980

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7T?
E, 1938.`
2,109,989
C. J. SURDY
LOCOMOTIVE STOKER
Filed June 20, 1956
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ATTORNEYS
Patented Mar. 1, 193s
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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.
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