US1701289A - Locomotive truck and boiler device - Google Patents

Description

Feb. 5, 1929. 1,701,289

- W. E. WOODARD LOCOMOTIVE TRUCK AND BOILER DEVICE Filed June 25, 1925 2 Sheets-Sheet 2 INVENTOR TM WMW ATTORNEY,

Patented Feb. 5, 1929.

UNITED STAT WILLIAM, E. 'WOODAR'D, OF FOREST HILLS, YORK. 4

LOCOMOTIVE TRUCK AND BOILER DEVICE.

Application filed June 25, 1925. Serial No. 39,438.

' This invention relates to locomotive truck and boiler devices and its nature,'0bjects and advantages will be best understood from the following:

In the locomotive shown in my issued Patent, No. 1,536,036 of April 28th, 1925, and in that shown in my pending application Serial No. 39,437, filed June 25,, 1925, the main frame, contrary to usual practice, terminates in the region of the front end of the fire box and a supplemental frame is articulated to the main frame and extends rearwardly under the fire box end of the boiler, with capacity for lateral movement with respect thereto. The front end and also the rear end of the fire box end of the boiler must be supported.

However, it is evident that in the absence of the main frame under the fire box, the

' rear end of the boiler constitutes thesole means of transmitting weight from the,

super-imposed structure to the bearings over, or the support on, the articulated truck. From this, it follows that the connections to the fire-box of the boiler, both at the rear end and at the front end, where it attaches tothe main frame, must be very ample and capable of withstanding very hi h strains,

due to the fact that engine trave s over un- '30 even track and the resulting strains have. to

betransmitted thru these connections to the boiler structure, there being no main frame to help absorb the shocks. L

The improvements consist, therefore, in so forming the corners of the boiler fire box and of the mud-ring, which is fitted into the bottom of the fire-box, as to best withstand the shocks and carry the very heavy weights imposed.

40 How the foregoing,

together with such other objects as may hereinafter appear, or

are incident to my invention, are realized, is illustrated in preferred form in the accompanying drawings, in which- Fig. 1 is a side elevation of the rear portion of the locomotive, such as hereinbefore mentioned, equipped with my improvements; Fig. 2 is the bottom plan of half of the fire box; and

i Fig. 3 is a fragmentary bottom plan of a portion of the fire box drawn to a large scale. .Referring now to the-drawings, the reference-numeral 7 indicates the barrel locomotive boiler and, thereference numeral 8 indicates the rear or-fire box-end of the of the boiler, such fire box having the usual front,' rear and side water legs 9,, the bottom of the Water legs being formed by the mud-ring 10, which is secured to the sheets 11 forming the inside and outside fire boxes: The main frame of the locomotive is indicated at 12 and, as above described, it termlnates at the front end of the fire-box portion 8 of the'boiler. The supplemental frame 13 is articulated to the main frame and extends under the fire box portion 8 of the boiler, the frame having any'desired number of axles and wheels. The forward end of the fire box portion 8 of the boiler is car riedon an expansion bearer 14 and the rear end thereof is carried on the supplemental frame by means of the bearer device 15, such, for example, as shown in the application of L. G. Tandy No. 639,730, flow Patent No. 1,555,330, granted Sept. 29, 1925, weight being transmitted to the bearer device thru the medium of the member 16,, which is shown, described and claimed in my pending application Serial No. 26,012, filed April '27, 1925. This member, besides transmitting weight to the bearer, is a combined support for the cab, stoker and other rear-end devices of the locomotive.

- In carrying out my invention I form the cornersA of the fire box on a large radius, diminishing upwardly from the bottom and I- also prefer that the inside and the outsideradii be approximately the same so as to materially increase the space between the sheets at the corners. The corners of the mud-ring are similarly formed. At the front the mud-ring has cast integral therewith three dependent lugs 17 for attachment to ber 16, heretofore described, is bolted to the. lugs 18 and '19.

the expansion bearer device 14. At .each

corner at the rear, the mud-ring has decast integral with the mud-ring. The mem- It will be seen from the foregoing that I the mud ring is'strong at the corners byvirtueof the increased thickness of the mudring and that its strength is increased at the. corners, particularly atthe/rear corners by the dependent-lugs. Thus, in so far as the mud-ring itself is concerned it will be seen that it is constructed to withstand the high strains hereinbeforereferred to. It will also be seen that therounded corner construction of the fire box, andthe boiler also, tends to produce the required strength.

The construction of mud-ring and fire box corners is very important in that l am enabled to use a plurality of thru bolts of rivets 21 to secure the sheets forming the water ljlgs to the corner portions of the mud-ring.

ere

tofore it has only been possible to employ patch bolts of the character indicated at 22 to secure the sheets to the corner portions of the mud ring. It will be obvious that such a frame or connect-ion would be wholly inadequate and that leakage, if not "muchmore serious difliculty, would develop almost at once. However, by making the corners of sufiiciently large radius and by foregoingIO that the whole wei ht of the rear end may e transmitted thru t e mud ring to the bearing devices and on to the frames with safet What'l claim isi 1. In a locomotive, the combination of fire b'ox boiler sheets and mud-ring having the corner portions thereof formed on radii such that thru bolts maybe employed to connect the sheets to the mud-ring at the corners, and thru bolts so securing the sheets.

2. In a locomotive, the combination of fire box boiler sheets and mud ring and thru bolts connecting the straight flights and also the corners of the sheets to the mud-rin 3. In a locomotive boiler having a fire box portion, a mud ring, the corners of which are formed onradii such as to increase the width at the corners over the width of the straight flights of the mud-ring, said mud-ring having a pair of reenforcing lugs at corner portions thereof cast integral therewith.

4:. In a locomotive structure, a boiler in which the firebox end forms the principal comotive structure at the rear end, a carrying truck under the firebox end transmltting buifing and pulling strains, and means means affording vertical stillness to the '10- for reinforcing the corners of the firebox at the points where vertical loads are transmitted from that portion of the locomotive structure to the locomotive frame and the barrying truck, said reinforcing means including a mud ring widened at corners, through bolts securing the boiler sheets to the mud" ring at such widened corners and dependin' lugs on the mud ring.

-llntest1mony whereof, I have hereunto signed my name.

I WILLIAM, E. WOODARD.

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