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Патент USA US2138139

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Nov. 29, 1938. l
c. c. c, BURKHARbT
2,138,139
LOCOMOTIRVE UNDERFRAME BUFFER
Filed June 8, 1955
F79. 3
fl?
2105
/87
2 Sheets-Sheet 1
Nov. 29, 1938.
c. c. c. BURKHARDT
2,138,139
LOCOMOTIVE UNDERFRAME BUFFER
Filed June '8, >1935
2 Sheets-Sheet 2
Patented Nov. 29, 193.8
_2,138,139
UNITED YSTATES PATENT OFFICE
2,139,199
y
~
LocoMoTivE UNnERFRAivm BUFFER
Conrad C. C. Burkhardt, Philadelphia, Pa.
Applicationjune s, 1935, serial No. 25,591
5 Claims.
This invention relates generally to an improved
buffer for a locomotive underframe and trucks,
especially adapted for Diesel electric locomotives,
and relates more particularly to an improved buf
5 fer between the trucks.
vVarious buiîer arrangements have heretofore
been proposed for transmitting thrust from a
truck to the locomotive frame in order to relieve
the Vcenter pin of excessive loads. One such ar
l() rangement has included a transverse buifer con
nected at its ends to the side sills of a frame.
Such an arrangement is believed to be deiicient in
many respects, and it is an object of my invention
to provide an improved and simplified buffer for
transmitting thrusts from a truck to the under
frame, whereby minimum stresses are created in
the frame structure and at the juncture of the
buffer with the frame, and wherebya combina
tion is provided that is economical in construc
20 tion, efficient in operation and requires minimum
space so as to permit more efficient` use of adja
cent space beneath the underframe at points ad
jacent the buffer.
,
Due to- my improved arrangement, I am able to
25 accomplish the foregoing desirable results while
at the same time effectively providing a storage
space of considerable size adapted to >contain
storage batteries or other devices.
Other objects and advantages will be more ap-`
30 parent to those skilled in the art from the fol
lowing description of the accompanying vdraw
ings in which:
,
(Cl. 105-1'72)
sible iothers that the invention might take in
practice, I have shown in Fig.` 1 a conventional
type of locomotive I preferably of the Diesel
electric type. The cab and superstructure indi
cated at 2 are supported upon an underframe ci
generally indicated at 3, Which in turn is sup
ported through center pins 4 and 5 on trucks B
and l.
'I'he underframe, preferably cast as an
integral unit, has side sills 8 and longitudinal
intermediate ribs or sills 9 all of which are con
10
nected by cross members I0 and end portions II.
The inner ends of trucks 6 and 1 are connected
by a draft bar I2 having loose »pivotal connection
with said trucks as indicated at I3 and I4. These
connections are made in suitable pockets I5 and
I9 within the truck frame while arcuate bearing
surfaces Il'and I8 are formed adjacent said pock-`
etsA and `extend outwardly from the trucks.
'
The bearing surfaces I'I and I8 are arranged to
contact a longitudinal buffer generally indicated 20
at 29. As seen more clearly in the diagrammatic
perspective of Fig. 6, the buffer 20 projects down
wardly from the under side of the underframe and
for a substantial longitudinal distance thereof,
the buffer being longitudinally reinforced by ribs
2 I.. The buffer is provided with openings 22 and
23' in its end walls through which the'draft bar
I 2 extends. It will be noted that the longitudinal
-side walls 24 andY 25 of the buffergfunction not
only «to transmit thrust from the truck to the
frame but also function to distribute this thrust
over a very large longitudinal area of the under
Fig. l is a side elevation of a locomotive of the
frame, thus minimizing the stresses in the buffer
electric type or Diesel type partly broken away to
35 show details of construction;
Fig. 2 is a plan View of the underframe of Fig. 1
and particularly at the juncture of the buffer and
underframe, In addition the longitudinal Walls
24 and 25 due to their Aappreciable length and
depth function to reinforce the underframe at its
middle portion between the trucks with conse
quent desirable results. The longitudinal walls 24
with the cab and superstructure removed;
Fig. 3 is a diagrammatic plan view showing the
cooperative relation of the trucks and buffer when
and 25 are preferably substantially in alignment 40
40 travelling around the curve;
Fig. 4 is a fragmentary transverse section taken
substantially on the line 4-4 of Fig. 2;
Fig.` 5 is a fragmentary longitudinal section
taken on the line 5--5 of Fig. 2;
45
'
Fig. 6 is a diagrammatic perspective looking
upwardly at the lower side of the underfram-e and
showing my improved longitudinal type of buffer;
Fig. '7 is a transverse section of my improved
type of buffer embodied in a built-up underframe
50 and showing the manner in which the buffer
stresses are effectively resisted in longitudinal di
rections by the frame.
In the particular embodiments of the invention
which are shown herein merely for the purpose
55 of illustrating certain specific forms among pos
with the intermediate ribs or sills 9 and hence co
operate with these elements of the frame to in
sure a rigid and effective frame and buffer struc
ture.
As a result of this improved longitudinal type 45
of buffer, considerable space is left on each side
thereof, thus permitting compartments 2l and
28 to be formed along each side of the buffer.
If desired, storage batteries 29 may be carried
within these compartments and access had
thereto through suitable openings 30 in the side
sills. Such side compartments are omitted from
the diagrammatic perspective of Fig. 6 merely
for purposes of clarity in illustrating the prin
ciples of my improved buffer. It will be under
55
2
2,138,139
stood that such compartments do not have to
be used unless desired, although my improved
arrangement provides very effective means of
forming such compartments. It is preferable that
the buffer should be reinforced by a longitudinal
partition 3l disposed» above the bottom wall 32,
thereby providing not only a compartment for
the draft bar I2 but also permitting the bearing
flanges I'l and I8 to have ample contact with the
10 buffer as is clearly shown in Fig. 5.
The principles of my improved longitudinal
bulfer may be employed in either an integral
cast frame as above disclosed, or may be very
effectively employed in a built-up frame as
15 shown in Fig. '7, wherein side sills 35 are suitably
supported in any usual manner with respect to
center sill elements 36. In this case the longi
tudinal buffer is preferably an integrally cast unit
31 having preferably recessed flanges 38 project-_
20 ing upwardly between channels 36 of the center
I claim:
1. In combination, an underframe, spaced
trucks upon which said underframe is mounted,
a buffer of materially greater extent longitu
dinally than transversely and supported by said
underframe by being directly secured thereto
only along the central portion thereof and simul
taneously directly engageable with said trucks,
said buffer having a lower horizontal wall and
a horizontal partition wall interposed between
said lower Wall and the top of said underframe,
and a draft bar connecting said trucks and eX
tending longitudinally between said walls.
2. In combination, an underframe, spaced
trucks upon which said underframe is mounted, 15
a buffer of materially greater extent longitudi
nally than transversely and supported by said
underframe by being directly secured thereto
along the central portion thereof and engageable
with said trucks, and means associated with said 20
sill and secured thereto at longitud-inally spaced
buffer and underframe for forming longitudi
points thereof as by bolts 39, rivets or other suit
nally extending compartments disposed laterally
able means.
of and adjacent to said longitudinal buffer below
the top of said underframe and having side open
ings for access to said compartments.
25
3. In combination, an underframe having lin
termediate sills, spaced trucks upon which said
underframe is mounted, and a longitudinally ex
tending buifer supported by said underframe
along the central portion thereof and simultane 30
From the foregoing disclosure of the two modi
ñcations, it is seen that I have provided an ex
tremely simple yet highly effective and compact
buffer arrangement that will efficiently transmit
loads from the truck to the underframe with
minimum possibility of distortion or fiexure of
30 the buffer itself or of excessive strains or stresses
being imposed upon the frame or in the joining
portions between the buffer and frame. It will
be understood of course that one or the other
ously directly engageable with said trucks., said
buffer having longitudinally extending walls ly
ing substantially inthe same vertical plane with
of the center pins 4 land 5» has slidable contact
said intermediate sills of the underframe.
35 with its truck, such a bearing being specifically
4. In combination, an underframe, spaced 35
shown at 4. Such sliding »action is necessary not ‘ trucks upon which said underframe is mounted,
only to avoidl binding between the contact sur
a buffer of materially greater extent longitudi
faces I'l or I8V and the buffer when travelling
nally than transversely and supported by said
around a curve but also to permit the truck 'l
underframe by being directly secured thereto
to pull truck 6 into contact with the buffer only along the central portion thereof and simul
through the draw bar l2 as whenvthe locomotive
is travelling to the right, and also to permit the
taneously directly engageable with said trucks,
said underframe and longitudinal buffer being
truck 1 to engage the buffer when the locomotive
cast as an integral unit so that the buffer rein
is travelling to the left.
forces the underframe at the middle thereof.
Such specific details,
, however, do not form a part of my particular
5. In combination, an underframe having a
invention as these features are well known and
of common usage with various forms of under~
frame buffers.
It will of course be understood that various
changes in details of construction and arrange
spaced center sill, spaced trucks upon which said
ment of parts may be made by those skilled in
the'art without departing from the spirit of the
invention as set forth in the appended claims.
underframe is mounted, anda longitudinally ex
tending cast integral buffer unit simultaneously
directly engageable with said trucks and sup
ported by said underframe along the central por
tion thereof by being secured to said center sill
at longitudinally spaced points thereof.
CONRAD C. C. BURKHARDT.
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