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Патент USA US2411350

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NOV,“ 19, 1946.
F_ |__ ALBEN
Filed June 10, 1943
2 Sheets-Sheet 1
NOV. 19, 1946.
Filed June 10, 1943
[Q .
2 Sheets-Sheét 2
Patented Nov. 19, 1946
Frank L. Alben, Pittsburgh, Pa., assignor to
Westinghouse Electric Corporation, East Pitts
burgh, Pa., a corporation of Pennsylvania
Application June 10, 1943, Serial No. 490,313
2 Claims. (Cl. 105——-113)
My invention relates, generally, to locomotive
drives and, more particularly, to drives for steam
turbine locomotives.
The utilization of a steam turbine‘ for driving
a locomotive provides a greater horsepower out
a higher operating speed. CH
I0‘ and II may be disposedin a locomotive frame
I 5 in the usual manner. The turbine shaft‘ I 4
may be rotatably mounted in a gear case I6
which may be supported by the frame I5 in a
As explained hereinbefore, it is not practical
to transmit relatively large amounts of power,‘
such as that required to operate a modern loco
motive, through a drive applied to only one
axle. Therefore, I have provided a ‘drive ca
pable of transmitting the power developed by a ‘
single turbine and applied‘ the drive to a locomo
tive with a wheel arrangement of the 4-8-4 type '
which has a total
15 four of which are of eight driving wheels, only
shown in the present draw-r
The driving axles are grouped into 2 sets of‘
two each and the turbine is geared to the two‘
A more speci?c object of my invention is to pro
intermediate axles Ill and II with side‘rods I'I
vide for transmitting power from one turbine 20 connecting the wheels [2 to similar wheels
to two or more axles of a locomotive.
mounted on the front and rear driving axles (not
shown). Accordingly, the present drive requires
Another object of my invention is to provide
a gear unit which is capable of transmitting one
a reversing mechanism for a turbine-driven loco
half of the total horsepower output of the turbine .
to each set of two axles.
A further object of my invention is to provide
for operating the reversing mechanism of a tur
As shown,the drive comprises a pair of pin
bine-driven locomotive.
ions I8 and I9 secured to the shaft I4, interme
diate gears 20 and ZI which mesh with the pin
Other objects of my invention will be ex
plained fully hereinafter or will be apparent to 30 ion !8, intermediate gears 22 and '23 whichmesh
those skilled in the art.
with the pinion I9, a pinion 24 which meshes with
In accordance with
an axle gear 25 for driving the axle III and a
pinion 26 which meshes with an axle gear 27 for
driving the axle I I. The intermediate gears 2i!
which may
be economically manufactured and installed.
thereby dividing the load between the two gear 35 and 22 and the pinion 24 are secured to an inter
mediate gear shaft _28, thereby constituting a
ried by bell crank frames which are actuated by
reduction gear unit. Likewise, the intermediate
trains. The forward and reverse gears are car
pistons to throw the proper gears in and out of
mesh to operate the locomotive in either the for
gears 2| and 23 and the pinion 26 are secured
to an intermediate gear shaft 29, thereby con
ward or the reverse direction.
stituting a reduction gear unit for the axle II.
As shown, the pinion 24 is disposed on the shaft
For a fuller understanding of the nature and
28 between the gears 26 and 22. Likewise, the
objects of my invention, reference may be had
pinion '26 ‘is disposed on the shaft 29 between
to the following detailed description taken in
the gears 2| and 23.
conjunction with the accompanying drawings, in
In this manner the power developed by the
Figure 1 is a view, partially in elevation and
turbine I3 is divided between the two sets of
partially in section, of a portion of a locomo
reduction gears and transmitted to the two sets,
tive structure embodying my invention, and
of driving axles. The axle gears 25 and 21 are
preferably of a resilient type, such as dis
Fig. 2 is a view, partially in plan and partially
in section, of the structure shown in Fig. 1.
50 closed in my copending application, Serial No.
490,311, ?led June 10, 1943.
Referring to the drawings, the portion of a
locomotive structure shown therein comprises
In order to provide for reversing the locomotive,
the shaft 28, which supports the gears 26 and 22
axles I 0 and II, having wheels I2 mounted
and the pinion 24, is mounted in a bell crank
thereon, and a turbine I3, having a driving
frame 3|. Likewise, the shaft 29 which supports
shaft I4 for driving the locomotive. The axles 55 ‘the
2| and 23 and the pinion 26 is mounted
in a similar bell crank frame 32. The bell crank
frames are both disposed to pivot about the shaft
As shown, reversing gears 33 and 34, which
mesh with the gears 2!! and 22, respectively, and
a pinion 35 are secured to a shaft 36 which is car
' ried by the bell crank frame 3!. Likewise, re
35 and 39 with the gears 25 and 21, respectively,
in the manner hereinbefore explained.
From the foregoing description, it is apparent
that I have provided a driving mechanism which
is capable of transmitting a relatively large
amount of power from a single driving or
power unit to a pluralityof locomotive axles.
Furthermore, the mechanism herein‘. disclosed
versing gears 31', andv '33, which mesh with the
may be utilized to reverse a single power unit,
gears 2| and 23', respectively, and a pinion 33' are
10 such as a steam turbine, which can be operated in
securedto a shaft lil which is carried by the bell
"only one direction.
Sincenumerous changes may be made in the
crank frame 32.
In order to disengage the pinion 24 from the ,
above described construction and different em
gear 25 and engage the pinion 35 with the gear 25
.bodimentslof the invention may be made without
a piston 42 is disposed in a cylinder 63. The’ pis
departing from the spirit and scope thereof, it
ton 42 is connected to the shaft36 by means or a .15 is intended that all matter contained in the fore
going description or shown in the accompanying
’ yoke 44. Likewise, a piston i5 is disposed in the
cylinder 43 and connected to the shaft M by
drawings shall be interpreted as illustrative and
means of a yoke as. ' When a pressure ?uid is
admitted to the cylinder 43 through a pipe'd'l’,
the pistons :12 and as are moved outwardly to
actuate‘thebellcrank frames 3.! and 32 about the
' not in a limiting sense.
‘i claim as my invention:
1'. In a locomotive driving mechanism, the com
bination with a pair of axles and wheels secured
shaft. l4, on which they are pivotally mounted. _
to each axle, of an axle gear for-driving each axle,
a driving shaft disposed between the axles,- a pin
In this‘ manner, the pinions 2A 7 and 25 are dis-'
engaged from the gears 25 and 2'5; respectively,
ion secured to said shaft, forward operating‘ and
and the pinions 35 and 39 are engaged with the 25 reduction gear unit-s intermeshing with said .pin
gears 25 and 273, respectively, thereby reversing
ion and each of said axle gears, a reverse operating:
gear unit driven by~each of the forward gear
the locomotive.
The pistonsliZ and 45 may be returned to the
units, a bell crank, frame for'supportingreach:
position shown in the drawings and retained in
forward gear unit and its associated reverse gear
this position during forward operation of the
unit, said bell crank frames having arms pivoted
locomotiveby admitting a pressure ?uid to the
about. said driving shaft, and ?uid pressure means
cylinder 43 through openings as and as which are
for operating said bell‘ crank frames to disengage.
connected to a pipe 5 i‘. In this manner, the pres‘
said forward gear units from said axle gears and
sure on the pistons 42 and 45 will retain the pin
engage said reverse gears with sa'id':axle gear
ions 24 and 26' in mesh with the gears 25 and 2'! 35 units, said fluid pressure means ‘permitting rela
during forward operation. Likewise, the appli
tive movement between the bell crank frames.
2. In a locomotive driving mechanism,
cation of pressure to‘ the pistons 42 and 45 in the
bination with a pair of axles and wheels secured to
opposite direction will retain. the pinions 35 and
39 in mesh with the gears 25 and 21, respectively, 40, each axle, of an axle gear for driving each axle,
a driving shaft disposed between the axl'esfav
during reverse operation. The admission of a
pinion secured to said shaft, forward operating’
pressure ?uid to the pipes 4'!‘ and El to secure the
and‘ reduction gear units intermeshing with said
desired operations may be controlled by suitable
pinion and each of said, axle gears, a reverse.
valve mechanism under the control of the operator
of thelocomotive.
It will be seen that the bell crank frames 3! and
32 maintain the proper distances between the
shaft l4 and the shafts 2B and 29 to keep the gears
20 and 2! in mesh with the pinion l8 and the gears
22 and 23in mesh with the pinion l9. Like
'wise, the gears 33 and 313 are kept in mesh with the
gears 26 and 22, respectively,‘ and‘ the gears 31
having arms pivoted about said driving shaft, and
-.fluid pressure means for simultaneously actuating. '
both bell crank frames about their pivot point to
disengage said forward gear units from said axle
gears and engage said reverse vgears with said
axle gear units, said ?uid pressure means permit-'
23, respectively, at all times. -The reversing of
disengaging the pinions 24 and ‘26. from the gears
25. and 21, respectively, and engaging the pinions
of the forward gears, a bell crank frame for:_sup
porting each forward gear unit and its associated :
reverse gear units, both of said bell crank frames ‘
and 38 are kept in mesh with the gears 21 and
the locomotive is accomplished by simultaneously
operating and reduction gear unit driven by each
Zting relative movement between the bell crank"
_ 7
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