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Патент USA US2121782

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June 28, 1938.
Filed July 21‘, 1934
1/4 36 5.5) 6'4 6'5 2
3 Sheets-Sheet 1
June 28, 1938.
Filed July 21, 1934
3 Sheets-Sheet 2~
June 28, 1938.
‘ Filed July 21, 1934
3 Sheets-Sheet 3
78 75 ,70
Patented June 28, 1938
' ,
qsiirr‘ion'r'iNe MECHANISM ‘Fox
'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
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
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
motive with partsv broken. away ;v
shown on’ an enlarged scale;
~ .
. 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
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
2| which are pivotally connected to the frame
12 of the locomotive; These elements are con 35
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
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
a boiler vI The
is carried-by
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
that ‘may be readily applied to the conventional moving parts, a tendency to loosen’ the'roperating
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.
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
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. '
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- ‘
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
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.
is atleast one of theseushockw absorbing units
above each of the axles.
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
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
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
It will thus be seen that a'spring and shock
absorbing unit may be substituted for the 'con
20 thereon.
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
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.
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
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
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
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
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
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.
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‘
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
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
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
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
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.
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