Патент USA US2121782код для вставки
June 28, 1938. F. B. BARCLAY 2, surronwme MECHANISM‘ FOR LOCOMOTIVES Filed July 21‘, 1934 676 " " / 1/4 36 5.5) 6'4 6'5 2 3 Sheets-Sheet 1 June 28, 1938. F. B. BARCLAY 2,121,782 SUPPORTING MECHANISM FOR LOCOMOTIVES ‘ Filed July 21, 1934 3 Sheets-Sheet 2~ June 28, 1938. I > 2,121,782 F. B. BARCLAY SUPPORTING MECHANISM FOR LOCOMOTIVES ‘ Filed July 21, 1934 3 Sheets-Sheet 3 78 75 ,70 25.5w 2,121,782 Patented June 28, 1938 ' , ' 2.121.182 qsiirr‘ion'r'iNe MECHANISM ‘Fox I '1". "'noooMo'rIvEs . . Frank B. Barclay, Chicago,‘ 111. Application July 21', 1934, Serial ‘No. 736,304 r ' sclaimsj -(o1._-1o5-82) , > ' . This invention relates to the spring supporting light ‘shocks will be resisted by springsof much mechanism for railway locomotives. _ smaller capacity‘than the conventional-springs 1‘ One of the objects of theinvention is the p_r0— vision of new andrimproved means for support ing a locomotive from-thetrucks'whereby' shocks nism which reinforces the capacity of the springs. ,g and vibration ofthe mechanism will be reduced I -In theuse of the ‘sti? springs commonly em 'ployed on locomotives,gthe inertia Vof'the-parts " Another'object of the invention is the provision during shocks is not properly absorbed, and;-as ~75 .to-aminimum; J v ’ - ; , - of a shock absorbing mechanism forllocomotives a consequence, there is unnecessary wear on the locomotive at a minimum of time and expense. mechanism and, in some cases, tocause crystal lization and a consequent weakening: of theparts. A stillfurther object of_;the»invention is :the ‘ . provision of new and improved supporting mech anism- for locomotives that will efficiently absorb Q15 violent shocks and vertical vibrations of the same which is simple-in construction, efficient inopera tion; easily installed, andwnot likely‘ to become broken or out-of-repair. . , Other andfurther objects and advantages of the invention will appear from the following de scription, taken in connection with the accom panying drawings, in which , r - ' motive with partsv broken. away ;v - . shown on’ an enlarged scale; I ~ . . Fig. 3 is atop plan view thereof; ' i - ‘ vber with the invention in position thereunder, . o ; ;,Fig. 6 is a top plan view thereof; 1 - Fig. 7 is a section on‘ the line l--—‘! of Fig.5; 35 - Fig; 8 is a side elevation of a portion of av loco motive showing the application of a modi?ed form theinvention; ' 'Y . > , ' , - ' . Fig. 9 is a section on'thexline 9-9 of_ Fig. 8; , ‘ Fig.110 is a side elevation of the construction . . the locomotivev is of the type having four driver 25 wheels on each side.» ' ' > ' A, suitable load equalizing mechanism lr9tis 'em- , the locomotive ‘ trucks.» 7 This mechanism? maybe of the usual or well-known’ type in which the '30 present inventionis substituted; for the usual sup‘; portingsprings; This mechanism comprisesa plurality of pivoted elements or driver‘equalize'rs shown. in Fig. 9, with parts in section; nected‘to supporting membersor driver equalizer bars 22 located'above the axles "23 of the drive wheels by means of ‘the links '24. “There are'four of the driver bar equalizers, one above'each axle, as shown on the drawings. A‘ driving box saddle 40' 25 rigidly securedto the‘ journal box 26 extends It :is'common practice in locomotives to provide ' upwardly from each axle and‘i'ts upward end'is a system of load ,equalizingmechanism' for dis recessed‘ forreceiving a corresponding projection , tributing the load or weight ‘of the locomotiveand' 21' on“ the base '28- of the‘spri'ng and shock'f ab ,40 , .210 2| which are pivotally connected to the frame 12 of the locomotive; These elements are con 35 _ of truck l5; comprising a suitable frame andthe driver wheels l6 and‘ the'trailer truck l-l'com prising a suitable frame and the trailer truck sup‘ porting wheels 18, as is usual in such- construc 'ployed for distributing the load to'the- axles‘ of r Fig. 4, is a section on the, line 4J—.4 of Fig. 2; Fig. 5 is a side elevation of an equalizer mem-v shownon‘ an ‘enlarged scale; character 10 designates generally a locomotive various comprising accessories. a boiler vI The Lsupporting locomotiveframegl? is carried-by and the front truck 13, comprising asuitable frame and front truck- supporting wheels 14,’ the driver be employed. In the form of construction shown, - Fig. 2 is aside elevation of ,a spring support— ing bar and spring for the front‘truck equalizer 25 I - ‘Referring now to; the drawings, the reference tions. .Any suitable number of driver wheels may ' (Figs. la and 1b are side elevations of aloco 30 10 that ‘may be readily applied to the conventional moving parts, a tendency to loosen’ the'roperating 10 i used on locomotives,- but the morev violent shocks .will be. absorbedby. the shock- absorbing mecha . - - ~~ Fig. 11 is arsection on the line Il-Il of Fig. -10. 45 ‘associated mechanism to‘ all‘ of ' the axles whereby the individual axles will not be placed under ex .cessive strain when the trucks'of the locomotive pass over an uneven road bed. This-equalizing mechanism is usually provided with heavy springs 50 ' which do not readily absorb a very large amount of, the shock, due to their stiffness’, and, asa con sequence,‘ vibration and shocksincident to high speeds over the inequalities in the road are trans mitted to they mechanism, and’ are very detri .55 mental thereto; _ g I - , I - a, A The present invention seeks to eliminate these defects by the provision of :mechanism that will absorb the shocks and, vibration- to which the locomotive is subjected‘under normaloperating so conditions: The partsare -_so constructed that . sorber unit or'assembly 29. ' 45 i The assembly 29 may,be:so' constructed'that it'may be substituted’ in existing structures for the driver and equalizer springs‘v at presentem- ‘ ployed; ' ' Since the arrangement of thev spring and shock 50 absorber assembly and its attachment to: the equalizer mechanism is the same for each-driver wheel, only one need be described. This assem‘h' bly comprising the base plate 28' (see Fig. 5) ‘is ' provided with spring seats 3| vin which are ‘seated 55 a plurality of compression springs 32.- These springs' are seated at their upper ends-in corre sponding seats in the equalizer bar 22-. The .parts are‘ so constructed-that the conventional ellip tical spring may- be removed and the spring and 60 2 2,121,782 absorbing unit substituted therefor. , For this therefor. This member is shown enlarged in Fig. reason, the bar 22 is preferably bowed upwardly 2 and is provided at each end thereof with open ings 6| and 62 for connecting the same to the for accommodating the spring assembly 29 with out necessitating any changes in the length of A suitable shock absorbing member or unit 33 equalizer bars 53. The central portion of the member 59 is depressed and is provided with seats 63 in which the spring units 64 and 65 and shock on the assembly 29 is provided for assisting in absorbing the shocks incident to, the running of absorbing unit 66 are adapted to seat. A suitable cap member 61 having seats 68 on the links 24. ~ - the locomotive. This unit may be of any suit its under side ‘for receiving the upper ends of The details of the same con the springs .64 and 65 and spring unit 66 has an stitute no part of the present invention, and, as‘ "upwardly extending projection 69 convex on its shown, comprises a base 36. shown in detail in upper, end which is adapted to engage a corre Fig. 11 and a standard 34 having the inclined sponding recess in the lower end of the bracket 10 able construction. Wedging, faces 35 thereon. The faces 35i‘are, 58, which, in turn, is rigidly connected to the 15 adapted to be engaged by a plurality of wedge one is also substituted for the supporting spring on both the front and trailer trucks. These‘units 20 are so constructed that they may be substituted for these springs without any modi?cation what 38 having each inclined inner surfaces 39 for frictionally engaging the exterior of the wedge members 36,. A friction spring 4| seated on the 25 annular spring seat 31 surrounds the shoes and frictionally' engages the same. An annular seat 42 surrounds the shoes 38 and is engaged by‘ the upper end of the spring 4!. This annular seat in turn engages the ?anges 43 on the shoes 38. During the compressionof the shock absorbing unit, the shoes 38 are forced downwardly and this, in turn, by its frictional engagement with the wedge members“, will cause said wedge members to engage the wedge surface 35 for forc 35 ing the shoes outwardly for increasing the fric tion between said shoes and the friction spring 4|. The compression of the unit will meet with increased resistance due to the‘wedging action of the parts, thereby gradually absorbing the 40 shocks which may be delivered thereto. There is atleast one of theseushockw absorbing units above each of the axles. __ " b > . The equalizing mechanisni'may be, and pref‘ erably is, extended to the trailer truck through the driver and trailer truckfequaliz'er; 44; the forward end of'which is connected to'the hanger 45 of the equalizing mechanism and the rear- end of which is connected to a hanger 46 at its lower end. 50 7 ' The upper end of the hanger 46 is pivotally connected to a supporting member, or equalizer bar, 41, the rear end of which is pivotally con nected to the hanger 48 which in turn is pivot ally connected as at 49 to the rear end of the 55 15 _ as'at 48, and an annular spring seat 3'! is seated The wedge members 36 are adapted to be frictionally engaged by the friction shoes 45 ,_ It will thus be seen that a'spring and shock absorbing unit may be substituted for the 'con 20 thereon. 30 framelZ. members 36 which have inclined faces 31 cooper ating with the Wedgefaces 35. The lower ends of the wedge members 36 are ?anged outwardly, frame l2. Interposed between the trailer truck axle 52 and the equalizer bar 41 is‘ a spring and shock absorbing unit or assembly 29 which may be of the same type as'that described above. The front truck, as shown, is provided with 60 a separate equalizing mechanism from the driver truck, but it is understood that the, driver truck equalizing mechanism may be extended‘ to‘in clude the front truck. In the form shown, equal-' izer bars 53 of the usual construction, have their ends resting on the journal boxes 54 of the axles 55 and 56 of the front truck. A spring sup porting and shock absorbing unit, similar to that described above, is adapted to be inserted be7 tween the spring bracket 58 and the equalizer bars 53 at each side of the truck. In the con‘ ventional type of construction, a leaf‘ spring is usually supported by the bars 53 which, in turn, is connected to the bracket 56. In the present construction, this spring may be removed and 75 spring supporting member 59 may be substituted ventional driver springs usually employed and ever to the remaining parts of the, equalizer mechanism. ‘ 3 , > - ' ‘ The form ‘of construction shown in Figs. 8,‘ 9, N Cl 10 and ll vdiffers fromthat described in that the spring supporting and shock absorbing unit ‘if! is applied at a different place. In this construc tion, it is interposed between the driver equalizers ll and the hangers 12. In the form of construc tion shown, a pair of hangers 12, one at each side of the unit is provided. The base 86 of the unit is provided with an opening ‘13 to which the lower ends of’the hangers 12 are connected, as by ‘bolts 74. The cap plate l5pof the unit is provided With a recess or bearings 16 in which a projection 11 on the endof the/‘spring equalizer ‘H is'adapted to engage. The ‘base and cap ‘plates are recessed, as at 18 and 19 for receiving the hangers 12, as ‘clearly shown ‘in Figs. Sand 9, whereby the unit 40 is held in upright position. b ‘ , One of these units "may be inserted between each hanger and the spring equalizer if desired, so there will be two of these units for each axle, vora single unit for each ‘axle may be employed, as disclosed in the drawing. ‘ ’ ' ' In this arrangement the'usual springs may- be retained,vit being necessary only to substitute‘the equalizers ‘H. The equalizers ll“ are bent up wardly at their ends for accommodating the spring’and shock absorber units without increas ing the lengths of the hangers l2. _ 50 7 While I have disclosed a particular type of spring supporting and shock absorbing unit, it is understood that other types may be employed in 55 connection with the equalizing system. By means of; this arrangement, minimum‘ shocks will be absorbed by the springs which are of less‘c'apacity than’the conventional springs and the severer - shockswill be ‘absorbed by the shock absorbing units. In this way, the locomotive and associated parts will be relieved, of the abrupt shocks to which they are ‘subjected with the present equip ment and as, a consequence the life of the parts 65 will be greatly extended. ‘ I claim as my invention: 1. In combination, a locomotive, truck mem bers beneath said locomotive, said truck members comprising a plurality of wheels and axles, and means including an equalizer mechanism for‘ sup 70 porting said locomotive from said, axles, said mechanism comprising equalizers for distribut ing the Weight of said locomotive on said axles and coil springs and resilient shock absorbing units operating in parallel for absorbing shocks 75 2,121,782: equalizinggthe weight of said locomotive on said ’ 3 ' incident to the 'runningof the *locomotiveand axles, .means engaging said' equalizing -mechaI preventing the same from reactingron said loco vnism for supporting the same and said locomotive motive, said shock. absorbing unitsv comprising ‘ ‘load supporting coilsprings and friction elements < therefrom, said means comprising a plurality of within said'springs for yieldingly resisting the , compression of said units, said units oncertain , ' spring assemblies, saddles supported by said axles and in turn supporting said assemblieseach . of said truck members‘being vertically’. above the 1 , assembly comprising a plurality of helical springs, supporting axles. of said truckmembers and the remainder being between the supporting axles ., 10 of certain other of said truckmembers. ' ~ ' 2. In combination, a frame, a locomotive sup ‘ ported by said frame,a plurality of trucks, in eluding a plurality iofjwheels and axles for sup, and a spring, friction unit, said unit comprising ; friction members, Wedge elements for forcing said elements into frictional contact upon the com 10 pression of said unit and a spring for returning the parts to normal position after compression, ' said helical springsbeing more resilient and of porting said frame, equalizermechanism for sup ' less capacity thant‘ne conventional locomotive 15 porting said frame from‘rsaid axles, said mecha~ springs, said springs‘and friction unit operating I is nism comprising rigid ‘ equalizers fulcrumed on ‘ the'frame between saidaxles, hangers connected ‘ to the ends of vsaid equalizers and extending up in parallel. 1 6. In a locomotive, a frame, a plurality of wheeled axles, means including spring members and equalizing mechanism for supporting said 20 adjacent hangers ,of adjacent equalizers are ‘ frame from said axles and fori‘equalizing the _ wardly therefrom, rigid equalizer bars. to which vpivotally connected, saddle members for support- . load on'the axles, said mechanismincluding a ' ing said bars'from' said axles, and means com-V plurality of elements pivotedito' said frame, a / a plurality of members pivoted?to each other and ' prising helical springs and cylindrical shock ab sorbing units between ‘said saddle members and said bars for resiliently supporting said locomo tive and for absorbing shocks delivered by said axle to said means through said saddle members, ‘ ' said meansoperating in parallel. ‘ r 3. in combination, a locomotive, a'frame for supporting saidlocomotive, a plurality of axles Y’ beneath said frame, equalizer mechanism for supporting said frame from said axles and for equalizing the weight of said locomotive on said axles, said equalizer mechanism'comprising a‘ so plurality of rigid equalizer bars pivoted at their central portions to said frame at points between said axles, a hanger'pivotally connected to each end of said equalizer bar, a plurality of rigid equalizer bars connected to said hangers, saddles 40 supported by said axles and extending upwardly therefrom, spring and shock absorber units inter posed between said saddles and the second-named equalizer bars for‘ absorbing shocks incident to the running of said locomotive, each of said - ,shocl; absorbing units comprising friction mem ‘bers, means for forcing said members into fric tional contact upon the compression of said unit, to said elements, saddles, extending upwardly above said axles, means including resilient mem 25' bers and spring units operating in parallel and engaging portions of said equalizing mechanism for supporting the same from ‘said saddles, each unit comprising friction elements, wedging means , for forcing said elements into frictional contact, 30 f and a spring for limiting the radial expansion of said friction elements and for returning the parts to normal position after release, said re silient members being more resilient and of less capacity than the conventional locomotive 35 ‘springs. - > 7. In a locomotive, a frame, wheeled‘axles be neath said frame, journals for said axles, saddles secured to and extending above said journals, means including spring members and equalizing 40' mechanism mounted on said saddles for resili~ ently supporting said frame from said axles and for equalizing the load on said axles, said mem bers comprising springs easily flexed and of smaller capacity than the conventional locomoe tive springs and'shock absorbing spring unitsy said units being located one above each saddle and resilient means forjreturning the parts to and constituting fulcrui'ns'for parts of said equal '4. In combination, a locomotive supporting said elements into frictional contact, and a spring normal position after release, said'spring units izing mechanism, each unit comprising a plu , ralityof friction elements, wedges for forcing consisting of helical springs. porting said frame, bearings for said axles, said for assisting in resisting the compression of said unit and for returning the'parts to normal posi means comprising a plurality of equalizer bars - pivoted at their'central portions directly to said 8. In a locomotive, a boiler, a truck frame frame, means including wheeled axles forgsup frame, a plurality of supporting members above said axles, hanger links between the ends of said bars and members, supports rigidly con nected to said bearings and extending a material distance above said axles and supported thereby, and a plurality of springs and a load supporting friction shock absorbing unit between each of said supports and an intermediate ‘portion of ’ , each of said supporting members, said units being substantially in‘ the vertical plane of the cor responding axles and constituting fulcrums for said member. , r ' ' , tion after compression. - for supporting said boiler, wheeled axles for sup— porting said frame,‘ bearing members for said axles, saddles extending upwardly from said’ bearing members, means for supporting the weight of said frame from said saddles and for 60 equalizing said weight on said saddles, said means’ comprising a system of equalizing bars, certain of which are pivoted directly to said frame, con necting members and resilient and shock absorb- ' ing units operating in parallel for supporting said frame from said saddles, each of said shock absorbing units comprising a load supporting > ‘ 5. In ‘combinatiomra'frame, a locomotive sup ported on said frame, a plurality of trucks having wheeled ‘axles, equalizer 'mechanism including equalizer bars and connecting members for spring, a plurality of friction elements, and, . means for forcing said elements into frictional contact upon the compression of said unit. ‘ VFRANVK B. BARCLAY. '