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Патент USA US2122114

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June 28, 1938.
2,122,114
F. P. RoEscH
LocoMóTIvE AND TENDER
Filed April 8, 1936
2 Sheets-Sheet 1
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BY
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2 ATTORNEYS
June 28, 1938.
2,122,1M
F. P. Rol-:SCH~
I LOCOMOTIVE AND TENDER
Filed April 8, 1956
2 Sheets-Sheet 2
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BY
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ATTÓRNEYS
Patented June 28, 1938
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UNITED STATES
2,122,114
LOCOMOTIVE AND TENDER
Frank I". Roesch, Chicago, Ill., assignor, by
mesne assignments, to Standard Stoker Com
pany (1922), Inc., New York, N. Y., a corpora
tion of Delaware
Application April s, 1936, serial No. 73,199
13 claims. >(o1. 105-234)
My invention relates to railway locomotives
and tenders of the steam generating type utilizing
coal as fuel. It is my general aim and object to
increase the efficiency and hauling capacity of
5 such locomotives and tenders now hand-fired by
the provision of stoker mechanism capable of in
stallation with few alterations in either vehicle.
Accordingly, the principal object of this inven
tion is the yprovision of an improved locomotive
and tender structure including stoking mecha
msm.
A more specific object of the invention is the
Figs. 3 and 4 are views in section taken along
the lines 3--3 and 4_4, respectively, of Fig. 1;
and
~
,
Figs. 5, 6 and 'l are sectional views taken on
the lines 5_5, 6-6 and l---'l, respectively, of 5
Fig. 2.
’
On these drawings, L indicates a locomotive
having a boiler III mounted above the frame Il
by means including a flexible plate I2. The
boiler I0 comprises a ñrebox I3 having grates I4 10
and a firing opening I5 in the backhead I6.
The firing opening I5 is of conventional form, be
provision in a locomotive tender of a stoker mech
anism cheaply and readily installed and ar
ranged to occupy a small portion only of the'space
ing in the form of an ellipse having a major trans
verse axis of approximately twenty (20) inches
and a minor vertical axis of approximately six- 15
ordinarily provided for coal and water storage.
teen (16) inches.
Another object of the invention resides in the
f
Rearward of the locomotive L is a tender T
which is flexibly intercoupled with the locomotive
provision of a stoker unit mounted on the tender
and having at the forward end thereof a pair of
conveyors offset vertically and positioned in a
by means including the bufûng elements I 'I.
small alcove disposed wholly beneath the shovel
ling platform of the tender, the upper conveyor
being driven from its forward end and the lower
ment 2l) formed in its forward portion. In ten
ders which are not equipped with locomotive
The
tender T comprises a base frame I8 on which is 20
supported a water tank I9 having a fuel compart
conveyor being driven from its rearward end. In ~ Stoker fuel conveying means, the fuel bin or com
partment 20 is defined by a horizontal plate 2|
25 carrying out this object, the drive means for the
(Figs. 3 and 4) which is spaced above a bottom
said offset conveyors occupies a very small
amount of space in the alcove and is utilized prin
cipally as means for transmitting power to said
conveyors from a shaft driven at predetermined
30 rates of speed.
It is also an object of this invention to provide
a gear reduction unit exteriorly of said small
alcove operable by a suitable motor and prefer
ably being incorporated as a structural part of
35 such motor.
Further objects of the invention are to provide
a novel Crusher which acts to reduce large lumps
of fuel while permitting free passage there
through of smaller lumps; to provide means
whereby said crusher is readily removed from its
position in the Stoker; and to provide a Stoker
mechanism wherein the parts are readily acces
sible for repair, replacement and inspection pur
poses.
'
On the accompanying drawings, illustrating a
preferred embodiment of my invention,
Fig. 1 is a central vertical section through ad
plate 22 of the water tank I9 resting on the base
frame I8, a rear slope sheet 23, side sheets such
as 24 and the coal gate 25 which extends between
bulkheads such as 26 at the front of the tender. 30
'I'he locomotive and tender of the described
construction are representative of a large class
not at the present time ‘equipped with stokers.
Equipment of this class of locomotives and ten
ders with stokers is highly desirable because of 35
the demonstrated economies and other advan
tages which accrue from stoker firing. A serious
deterrent to any general Stoker equipment of
these locomotives and tenders is found in the ex
pense of modifying the existing structure of these
vehicles in order that satisfactory stoker appli
cations may be made.
In some instances, the
cost of these changes approximates the cost of
the Stoker.
.
I propose to reduce these costly modifications 45
of existing locomotives and tenders by providing
a Stoker of such construction that its installation
jacent portions of the locomotive and tender,
the stoking mechanism being shown in similar
on existing locomotives and tenders is made with
verylittle and inexpensive alterations in the struc
section on the tender and in side elevation on
tures of these vehicles.
the locomotive;
Fig. 2 is a plan view of the structure illustrated
in Fig. 1 taken approximately on the line 2-2
thereof and with portions of the structure broken
away;
50
In carrying out the general aim of my inven
tion, I prefer that the fuel discharge unit 3D of
the stoker S be of such construction that it may
be readily installed on locomotives provided withthe conventional firing opening I5. Accordingly, 55
2
2,122,114
the discharge unit 30 is constructed substantially
ing conveyor 42 is driven from its rearward end.
as
The drive means for these conveyor screws is
novel in construction and in its relation with
shown
in
United
States Letters
Patent
2,011,911, granted to me August 20, 1935, and in
cludes a conduit 3l, the discharge mouth 32 of
which registers with the firing opening l5 and
is bounded by a ñange 33 embracing said open
ing.
The rear wall 315 of said conduit 3l is pro
associated parts of the Stoker, as will presently
appear.
At the forward end of the terminal member
43 is a housing 513 which supports and maintains
vided with an opening 35 opposite said firing
opening l5 and is closed by a door 35a. Between
in operative relation the gearing 54a for driv
ing the conveyor screw 53 from its forward end.
the flange 33 and the opening 35, the conduit 3l~ l The lower portion of said terminal member 43 10
pivotally carries an auxiliary door i5a which includesa conduit 55 in which is mounted the
is arranged for power and manual operation in subjacent conveyor screw 53. In axial alignment
the manner set forth in the patent to which ref
with the conduit 55 and the conveyor screw 53,
erence is made.
a tubular portion l is sleeved over the screw 53
'
At its lower end, the conduit 3l flexibly sup
ports the forward end of a conduit 36 which
houses a conveyor screw 3l' adapted to convey
fuel through the conduit 36 and urge it upwardly
through the discharge conduit 3i for delivery into
the zone of action of a distributor 38.
The latter
is carried by the conduit 3| adjacent the firing
opening I5 and projects fuel over the firebed
which is supported upon the grates lli.
The present invention is chiefly concerned with
25 the improvement of that unit of the stoker which
is mounted on the tender, the manner in which
such vehicle is modiñed in order to accommo
date the tender unit of the stoker, and the rela
tion of such stoker unit with the tender.
30
This tender unit 50 comprises a trough con
veyor 4l and a subjacent receiving conveyor 42,
the latter being formed ina terminal member
53 which supports transmission gearing for the
conveyors 4| and 42.
The trough conveyor 5I
35 includes an open mouth trough 45 which is ap
proximately V-shaped in transverse cross sec
tion and seated in a depression 45 formed in the
horizontal plate 2i. In order to conserve water
space, the trough M is made relatively shallow
and is rigidly secured to said terminal member
¿33. The tubular portion 'l is provided with a
spherical shell 6 forming a ball and socket joint
5 with the rearward end of the conduit 35; the
screw 3l is universally connected as at It to the
screw 53 within the ball and socket joint 5. A
housing 55 is formed at the rearward end of the
terminal member 43 for supporting gearing 57
which drives the conveyor screw 53 from its rear
ward end. In axial alignment with the trough
conveyor screw 52, the housing 54 supports a
shaft> 53 by means of suitable bearings, the shaft
58 being provided with a polygonal portion 59
arranged to fit into a similarly formed socket 50
of the conveyor screw 52 for driving the same.
Within the housing 5d, the shaft 58 has op 30
eratively connected thereto a sprocket BI which
is engaged by a roller type sprocket chain 62
driven by a sprocket 53 mounted in the housing
55 on shaft 513. This latter shaft extends into
the housing 55 and carries a sprocket 65 which
drives a sprocket 66 on the shaft 6l of the sub
jacently disposed conveyor screw 53 by means
of the sprocket chain 68. The shaft 54 is jour~
sion 35. The depression 45 may be made by
heating the horizontal plate 2l with an acetylene
torch and then forming to the desired shape by
nalled in suitable bearings within the housings
54, 56 and is driven from its forward end by 40
means of a telescopic shaft I5, the latter being
operatively connected by universal joints 'il and
'i2 with the shaft 64 and the prime mover P, re
the use of a die, or, the depression may be made
spectively.
i l and fits closely within the limits of the depres
by cutting a longitudinal slot in the plate 2l and
Due to the fact that the trough 4l is shallow,
then inserting in such slot a sheet metal or cast
the axis of the conveyor screw 52 and shaft 58
element in the form of the said Idepression 45.
In either case, it is preferred that the shallow
depression ¿i5 be made to form, in effect, an in
`> tegral part of the tender structure.
At its forward end, the depression 45 opens into
is spaced closely to the plane of the shovelling
platform 55. This relation of parts precludes the
use of reduction gearing, mounted wholly with
in the alcove 115, for directly connecting the 50
shafts 58 and 64. The limited vertical distance
an alcove 55 which is formed in the forward por
tion of the tender by means including a plateb 41
spaced rearward of the tender front sheet ¿18
between the axes of the conveyor screws 52, 53
also precludes the use of a suitable direct gear
reduction between the shafts 64 and 6l. I there
fore propose that the shaft 54 be driven at a 55
rate of speed not greatly in excess of the speed
at which the conveyor screw 52 is to operate
- and the side plates ¿i9 connecting the front sheet
33 and the plate IH. The alcove ¿l5 is opened
forwardly between the side plates 63 and is pro
vided with a roof 5E! which also constitutes the
shovelling platform disposed in approximately
the plane of the horizontal plate 2l.
Within the alcove 45, the terminal member
¿i3 is securely mounted upon a support 5I which
is carried by the base frame i8. The upper por
tion £52 of the terminal member 43 forms an eX
(35 tension of the trough flß, and its attachment
flange 9 abuts the ñange 8 formed at the forward
end of said trough. If desired, the trough 45 and
the terminal member ¿i3 may be made as an in
tegral casting, but it is preferred for manufac
turing, assembly Yand replacement purposes that
these parts be made separable from each other.
In carrying out the general objects of this in
vention, the conveyor screw 52 of the trough
conveyor 4l is driven from its forward end and
the conveyor screw 53 of the subjacent receiv
normally. Preferably, the speed of this shaft
should be approximately equal to that of thev
conveyor screw 52 whereby sprockets of a rela 60
tively small diameter may be used. In order
to insure that these sprockets 6l, 63 will safely
transmit the power required to operate the con
veyor screw 52, the teeth thereof and the en
gaging links of the chain 62 are arranged in suit
able multiples.
It will be observed from Fig. 6 that the gearing
5l is so proportioned that the shaft 6I of the
receiving conveyor screw 53 is operated at a
greater rate of speed than the shaft 53 and the
conveyor screw 52. Consequently, the receiving
conveyor screw 53 and parts associated therewith
may be made much smaller in proportion to sim
ilar parts of the trough conveyor 4l. This may
be done without sacrificing strength and rigidity 75
3
2,122,114
of stoker parts below and forward of the trough
conveyor 4l since the latter must crush and con
vey the fuel while the smaller proportioned parts
only convey the crushed fuel to the distributing
V means 38. It will be readily appreciated that the
use of smaller and lighter stoker parts forward
of the tender reduces the cost of the Stoker, the
weight thereof, and results in less cab intrusion
by the discharge conduit 8l.
The prime mover P is secured by bolts 13 to a
bracket 14 which is carried by the frame il of
the locomotive L and includes a multi-cylinder
engine 15 having a crankshaft 18. Usually, the
crankshaft 19 must be rotated at a rate of speed
somewhat greater than the speed of either con
veyor screws 52, 53 and especially the speed of
the former in order that sufficient power may be
developed and transmitted to said conveyor
screws through the intermediacy of speed reduc
tion gearing. Since the restricted vertical spac
ing of the conveyor screws 52, 53 precludes the
use of any substantial speed reduction gearing
at a point adjacent the offset ends of said con
veyor screws, it is necessary to dispose such
gearing between the shaft 64 and the crankshaft
16 of the multi-cylinder engine 15.
l.' prefer to dispose the speed reduction gearing
at a point exterior of the alcove 45 in order to
ì COI’ISGI'VG Wai/QT Space.
In the present embodi
30 ment of my invention the speed reduction gear
ing is incorporated within the prime mover P
tom of the extension for the trough 44. At each
lower side the crusher 84 is provided with a short
prong 92.
The prongs 88 in horizontal longitudinal sec
tion are V-shaped, the apex of which is directed
in a direction opposed to the advancement of
fuel by the‘conveyor screw 52. ` Large lumps of
fuel entering the flared portion 36 of the crusher
84 are urged forwardly past the prongs 88, 99,
92 which reduce the lumps to a size not exceed 10
ing the distance between the hub 89 and the
radial limits of the screw flight 81. Fuel which
is normally of a size smaller than the spacing
between the prongs 88, 92 will not be subjected
to unnecessary crushing but will usually pass
through the prongs 98 and drop onto the receiv
ing conveyor screw 53. The construction of the
crusher 84 is such that while over-size lumps are
reduced to a proper size, the fuel is not churneol
around in the crusher to any extent but imme 20
diately drops onto the receiving conveyor screw
53. The terminal end of the screw 52 acts as
a cutter knife and as a lump of fuel extending
partly into the space between the prongs and
partly rearward thereof is crushed, that portion 25
of the lump between the prongs is no longer with
in the zone of action of the conveyor screwl 52
whereby churning around of crushed lumps with
in the crusher 84 is avoided.
Oftentimes, extraneous material in the fuel will 30
become lodged between the flight 81 of the screw
52 and the prongs of the crusher 84, thus stalling
lthe entire stoker mechanism.- For the purpose
so as to provide a stoker having as small a
number of self-contained units as possible.
. of removing such lodged extraneous material, the
Each end of the crankshaft 18 has keyed there
to a pinion 11 which meshes with a gear 18 se
cured to each end of the jackshaft 19. The
crankcase 88 of the engine 15 has formed there
with a pair of flanges 8l, one at each side of the
engine for supporting a housing 82 which encases
40
the gears 11, 18, and which housing, together
with a cover 83, maintains the various bearings
for said crankshaft 16 and jackshaft 19.
By providing each end of the crankshaft 16
with reduction gearing 11, 18'for driving the jack
_un Cil
shaft 19, the prime mover P will be perfectly
balanced. If desired, the gears 11, 18 may'be
of the herringbone type in order to equalize any
thrusts which may be developed. It is of course
obvious that the gears 11, 18 of each set are rela
50 tively narrow of face but have sufficient combined
tooth contact to insure safe transmission of power
from the crankshaft 18 to the jackshaft 19.
A crusher 84 arches over the forward end of
the trough conveyor screw 52 and cooperates
55 therewith to efñciently reduce over-sized lumps
of fuel to a size more suitable for further con
veyance and eflicient firing. This crusher com
prises a curved flange 85 having an upwardly
flared portion 88 which faces toward the rear of
60 the conveyor sc_rew 52 and extends above the
plane of the shovelling platform 58 and below
the coal gate 25, the rear edge of said crusher
being in approximately the same transverse ver
tical plane of the rear edge of the coal gate.
The fuel impelling flights 81 of the conveyor
screw 52 terminate rearward of the forward edge
of the crusher 84 and the latter is provided in the
space between such forward edge thereof and the
forward terminal of said screw flight 81 with a
plurality of spaced prongs 88 extending inwardly
within the radial limits of the said impelling
flights but terminating short of the hub 89 of the
screw 52. The terminal member 43 is also pro
vided with similarly spaced prongs 98 which ex
75 tend upwardly from the wall 9| forming the bot
crusher 84 is provided with a pair of spaced foot 35
members 98 on each lower side thereof,- which
foot members are received in guideways 94
formed inthe terminal member 43. Each guide
way 94 is formed in spaced lugs 95 formed in
pairs along the upper sides of the terminal mem
ber 43. Fore and aft movement of the crusher
84 in the guideways 94 during normal stoker oper
ation is prevented by pins such as 98 passing
through ‘ one set
of
oppositely disposed foot
45
members 93 into respective lugs 95.
Since the greater portion of the crusher 84
above the plane of the shovelling platform 58 is
rearward of the coal gate 25, the platform 58
is provided with a hinged portion 58a which nor- '
mally closes the upwardly opening mouth portion
of the terminal member 43 and is shaped as at
58h to fit over the curved flange 85 of the crusher
84. Whenever foreign material becomes lodged
in the zone of the crusher 84, the hinged por
tion 58a, of the platform 58 is swung open, there- '
by exposing the open mouth portion of the ter
minal member 43 as well as the crusher 84. Pins
95 vmay then be removed and the crusher 84 slid
to the left until the foot members 98 clear the
lugs 95 whereby the crusher may be lifted up
wardly. If the foreign material is lodged between
the prongs of the removable crusher 88, such
movement of the latter will release the foreign
material. If the extraneous material is found to
be lodged between the prongs 98, such removal
of the crusher 84 will greatly facilitate the re
moval of the extraneous material.
The rearward end of the screw 52 is journalled
in a bearing 91 which is removably mounted on
guide ledges 98 formed at the rear ofthe trough 70
84. The bearing consists of a shaft 99 having a
driving connection with the screw 52 at H88 and a
bushing lill which is inserted into the bearing
housing G82. The shaft 99 and bushing I8! may
be made of a manganese steel whereby lubrica 75
4
2,122,114.
tion thereof will not be necessary. A guard plate
H33 is fastened by screws §04 to the trough 44 over
ments, partition plates separating said fuel and
the bearing @l and prevents fuel from falling on
Wholly above said frame and forming the bottom
said bearing _and in the space |05 immediately tol
of said fuel compartment, a shovelling platform
the rear thereof.
at the front end of said tender disposed in ap
proximately the plane of said p-late, an alcove at
the front end of said tender beneath the plane
of said shovelling platform, a shallow depression
formed in said plate, said depression opening for
wardly into said alcove and -arranged with its 10
lowermost portion thereof above said frame, a
v
The space HB5 at the rear of bearing 91 has
been provided in order to facilitate removal of the
conveyor screw 52. Whenever repair or replace
ment of the screw 52 is necessary, the Crusher 84
and guard plate H33 are removed whereby the
bolts m8 which secure the bearing 91 to the
guide ledges may also be removed. The screw 52
may then be moved rearwardly until the foremost
edge of the polygonal socket 60 of the conveyor
screw ’52 clears the rearmost edge of the polygonal
portion 59 of the screw drive shaft 58, where
upon the screw 52 and the bearing Sl therefor
may be removed.
From the foregoing detailed description it will
20 be recognized by those skilled in the art that nec
essary alterations to the tender can be cheaply
made in order to accommodate the Stoker of the
present construction. Moreover, the water capac
ity of the tender has not been greatly reduced by
25 such alterations in the tender, and the construc
trough seated in said depression, a conveyor screw
mounted in said trough having its axis below the
plane of said plate, and a terminal member in said
alcove having a portion constituting a forward
extension of said trough, said terminal member
comprising a receiving conveyor screw below the
ñrst named conveyor screw, and means within
said alcove carried by said terminal member for
driving the first named conveyor screw from its 20
forward end and the second named conveyor from
its rearward end.
-
5. In combination with a locomotive and a
tender having a frame and fuel and water com
partments, partition plates separating said fuel 25
tion of the stoker is such that the ultimate cost
and water compartments comprising a plate
thereof is very low, without sacriñe of rigidity of
structure and ease of operation and repair.
spaced wholly above said frame and forming the
I claim:
30
water compartments comprising a plate spaced
`
`
l. In combination with a locomotive tender
bottom of said fuel compartment, a shovelling
platform at the front end of said tender dis
posed in approximately the plane of said plate, 30
having a frame and fuel and water compart
an alcove at the front end of said tender beneath
the plane of said shovelling platform, a shallow
depression fo-rmed in said plate, said depression
opening forwardly into said alcove and arranged
of said fuel compartment, a shallow depression ` with its lowermost portion thereof above said
formed in said plate arranged with the lowermost frame, a conveyor screw in said depression having
portion thereof spaced above said frame, a its axis slightly below the plane of said plate, a
trough seated in said depression, and a conveyor
receiving conveyor screw in said alcove below the
screw mounted in said trough having its axis first named conveyor screw, a transmission within
40 slightly below the plane of said plate.
said alcove for driving the first named conveyor 40
2. In combination with a locomotive tender screw from its forward end and the second named
having a frame and fuel and water compartments, conveyor from its rearward end, a motor and re
partition plates separating said fuel and water duction gearing operable thereby disposed ex
ments, partition plates separating said fuel and
water compartments comprising a plate spaced
wholly above said frame and forming the bottom
compartments comprising a plate spaced wholly
45 above said frame and forming the bottom of said
fuel compartment, a shallow depression formed in
said plate arranged with the lowermost portion
thereof spaced above said frame, a trough seated
in said depression, a conveyor screw mounted in
50 said trough having its axis slightly below the
plane of said plate, and a fuel crusher arching
over said conveyor screw and extending above
ie plane of said plate.
3. In combination with a locomotive tender
55 having a frame and fuel and water compart
ments, partition plates separating said fuel and
water compartments comprising a plate spaced
wholly above said frame and forming the bottom
of said fuel compartment, a shovelling platform
60 at the front end of said tender disposed in ap
proximately the plane of said plate, an alcove at
the front end of said tender beneath the plane of
said shovelling platform, a shallow depression
formed in said plate, said depression opening for
65 wardly into said alcove and arranged with its
lowermost portion thereof above said frame, a
teriorly of said alcove, said reduction gearing be
ing operatively connected with said transmis
sion.
6. In combination with a locomotive and a
tender having a frame and fuel and water com
partments, partition plates separating said fuel
and water co-mpartments comp-rising a plate 50
spaced wholly above said frame and forming the
bottom of said fuel compartment', a shovelling
platform at the front end of said tender disposed
in approximately the plane of said plate, an alcove
at the front end of said tender beneath the plane 55
of said shovelling platform, a shallow depression
formed in said plate, said depression opening
forwardly into said alcove and arranged with its
lowermost portion thereof above said frame, a
conveyor screw in said depression having its axis 60
slightly below the plane of said plate, a receiving
conveyor screw in said alcove below the first
named conveyor screw, a transmission within said
alcove for driving the first named conveyor screw
from its forward end and the second named con
veyor ‘from its rearward end, a motor and reduc
trough seated in said depression, a conveyor screw
tion gearing operable thereby disposed exteriorly
mounted in said trough having its axis below the
plane of said plate, and a terminal member in
said alcove ,having a portion constituting a for
ward extension of said trough, said terminal
member comprising a receiving conveyor below
of said alcove, said reduction gearing being carried
by said motor and operatively connected with said
70
transmission.
said conveyor screw.
4. In combination with a locomotive tender
partments, partition plates separating said fuel
having a frame and fuel and water compart
7. In combination with a locomotive and a
tender having a frame and fuel and water com
and water compartments comprising `a plate
spaced wholly above said frame and forming the
2,122,114
bottom of said fuel compartment, a shovelling
platform at the front end of said tender disposed
in approximately the plane of said plate, an al
cove at the front end of said tender beneath the
plane of said shovelling platform, a shallow de
pression formed in said plate, said depression
opening forwardly into said alcove and arranged
with its lowermost portion thereof above said
frame, a conveyor screw in said depression hav
lO ing its axis slightly below the plane of said plate,
5
conveyor screw and extending above the plane of
said shovelling platform, said shovelling platform
having a hinged portion over said crusher.
10. In a locomotive tender having a shovelling
platform and a fuel bin thereabove, a trough ex
and a crusher arching over said conveyor screw 10
a receiving conveyor screw in said alcove below
the first named conveyor screw, a transmission
and extending above the plane of said shovelling
platform, said shovelling platform having a
Within said alcove for driving the first named con
veyor screw from its forward end and the second
tio-n of said trough.
named conveyor from its rearward end, a motor ~
on said locomotive, and reduction gearing ex
terior of said alcove operatively connecting said
motor and said transmission.
»
8. In combination with a locomotive and a
tender having a Vframe and fuel and Water com
partments, partition plates separating said fuel
and Water compartments comprising a pllaiie
spaced wholly above said frame and forming the
bottom of said fuel compartment, a shovelling
platform at the front end of said tender disposed
in approximately the plane of said plate, an al
cove at the front end of said tender beneath the
plane of said shovelling platform, a shallow de
pression formed in said plate, said depression
opening forwardly into said alcove and arranged
with its lowermost portion thereof above said
frame, a conveyor screw in said depression having
its axis slightly below the plane of said plate, a
receiving conveyor screw in said alcove below the
first named conveyor screw, a transmission with
in said alcove for driving the first named con
veyor screw from its forward end and the second
named conveyor from its rearward end, a motor
on said locomotive and reduction gearing carried
40 thereby, said reduction gearing operatively con
necting said motor and said transmission.
9. In a locomotive tender having a shovelling
platform and a fuel bin thereabove, a conveyor
screw arranged with its axis slightly below the
45 plane of said platform and arranged to convey
fuel forwardly, and a crusher arching over said
Ul
tending beneath said platform receiving fuel
from said bin, a conveyor screw in said trough
having its axis slightly below the plane of said
platform and arranged to convey fuel forwardly,
hinged portion over said crusher and over a por
11. In combination with a locomotive tender 15
having a frame and fuel and water compartments,
partition plates separating said fuel and water
compartments comprising a plate spaced above
said frame and forming the bottom of said fuel
compartment, said plate being provided with a 20
depression'having the lowermost portion thereof
spaced above said frame, a trough-like structure
disposed in said depression, and a conveyor screw
for advancing fuel through said trough-like
25
structure.
l2. In combination with a locomotive tender
having a frame and fuel and water compart
ments, partition plates separating said fuel and
water compartments comprising a plate spaced
wholly above said frame and forming the bottom 30
of said fuel compartment, a depression formed
in said plate arranged with the lowermost por
tion thereof spaced above said frame, a trough
like structure seated in said depression, and a
conveyor Screw for advancing fuel through said 35
trough-like structure.
13. In a locomotive tender having a shovelling
platform and a fuel bin thereabove, a conveyor
screw arranged with its axis slightly below the
plane of said platform and arranged to convey 40
fuel forwardly, and a crusher arching over said
conveyor screw and extending above the plane of
said shovelling platform, said shovelling plat
form having a removable portion over said
crusher.
FRANK P. ROESCH.
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