Патент USA US2138139код для вставки
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.