US2561269A - Locomotive - Google Patents

Description

F. N. EMoRY 2,561,269

LOCOMOTIVE 6 Sheets-SheetI 1 July 17, 1951 Filed Aug. l, 1947 SWW/wko@ E NAYLOR EMORY F. N. EMORY July 17, 1951 LOCOMOTIVE 6 'sheets-sheet 2 Filed Aug. 1, 1947 NAYLOR EMORY IN V EN TOR.

`F. N. EMoRY July 17, 1951 LOCOMOTIVE Filed Aug. l, 1947 FIG. 7

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l /l/l/ E NAYLOR EMORY E INVENToR. V15 y sa FIG. 8

July y17, 1951 F. N. EMoRY 2,561,269

LOCOMOTIVE Filed Aug. l, 1947 6 Sheets-Sheet 4 AE NA YLOR EMORY INVENTOR.

F. N. EMORY July 17, 1951 LocoMoTlvE 6 Sheets-Sheet 5 Filed Aug. 1, 1947 INVENTOR.

55 V (/54 FIG I3 E. NA non www ILL...

i July 17, 1951 F, N, EMORY 2,561,269

LOCOMOTIVE Filed Aug. l, 1947 6 Sheets-Sheet 6 FIG. l5

E NAYLOR EMORY INVENTOR.

Patented July 17, 1951 UNI-TED STAT carri-"es 255612691' LoooMo'rivE" Frank Naylor Emory, Pittsburgh," Application August I`,1947, Serial-No.-` 765,347

iflClaix'nsf.V l Thev present invention relates inl general rto'rail locomotives and in particularl to the electric, Diesel, or`turhine' poweredtype. However; the

principles of the invention mayfbe applicable tov otheruses and mayl be employedon vehicles in general regardless of their nature.'

Because of Ithe ever present'high cost of 'operations and maintenance of railroads, there' has always been that constantf drivev to yreduce these costs to aminirnum.` Oneway to' reduce these costs is by'fincreasing the eflciencyof vvthe locomotives -vand'fatthefsame time design a' locomo.- tive that will'rreduce" the-damaging eif'ectupony the rails and road-bed of the railroads nowbeing' caused'bv the present locomotives;

Heretoforein Y order `to obtain morev draw-bar power Hema-*locomotive of agiven'horse-power it has-be'en'n'ecessary to in'creaseitsv weight, its drivers, or both: This' has in turn increased" c'ertai'ndetrimental factors such as impact and flange friction; and it is withthese'factors in centerless driving'v wheels; or rims, and" means for eiiicientlvV operating the same;

Still another object being to provideY a. loco motive in which allthe'driving wheelsmaybe" provided With'af'smooth, flangeless tracking surface and means for maintaining', thev driving` wheels uponthe rails:

g Alfurtherobject beingto provide' anindividual driving means foreach of'thadrivingJi-ims and an internall and* external braking.l mechanism,

` A stillfurtherobjectbeing to provide upon the` frameindividualsuspension means for eachof-fV the'driving rims;

still further' object is tey providev a novel` means forl attaching front and A.rear pilot,LA or guide' trucks, tothe' locomotivewhereby. thelocomotivewvill" be more centrally; located .in t respect to'th'ecenter ofthe railswhen operatedover` curved tracks..

While several l objects of. the invention r`have been 4specifically pointed outother objectsand advantages will be morereadily apparentastthenature of the .invention is better understood-and thesame consists in the novel construction, combination-tand arrangement of 'parts shown' in the accompanying" drawings forming a part of. this specification andiin which:

Figure 1` is: a view'in'elevation of the locomotive showing' indotted lines the centerless'driving rims.

Figure-2 isy a plan View of' the same.

Figure 3 is a view in side elevation or the for'- wa-rdf'half of the "frame andforward truck, showing" one" of the centerless' drivinglrims supported ontheframe:

Figure-itisy a top plan view of the same.

Figure 5 isi1 an` enlarged fragmentary sectional view taken' along" the lineSL- in Figure 3.

Figure 6'isa view inside'eleva'tionof the rearward"portion-of the frame and the rear truck showing' another of" the centerless driving rims asisu'pportedon the frame similarV to that shown inFi'gure 3i Fig-ure'? isa top'plan view ofthe. same.

Figure 8 is an enlarged fragmentarysectional view taken alongthe line 8`-,8 in Figurel.

Figure 9`-"isan'enlarged' view in side` elevation of" the driving rim 3 showing diagrammatically theVL rin drivingand supporting means.

Figure 10 A is a' sectional View taken along line IBL-l 'of Figure 9.

Figure 1I is an'enlarged fragmentary' sectional viewtak'enalongthe'line l I-I I of Figure 3 showing in particular the rim driving means, andthe manner 'in which' the driving means isl supported in' respectto the rim and upon' thel frame.

Figurel2` is an enlargedfragmentary sectional view-'of the driving rirn'showing more in detail one of f'thepreferred forms of the'rim supporting element.

Figure' J1'3 is anl enlarged fragmentary sectional View takenalong the line I3--l3 in Figure 6.

Figure' 14' is an enlarged fragmentary sectional view taken alongthe line lll-I4 in Figure 3.

Figure l5 is an enlargedview in elevation of one v of AtheV driving'rims showing the manner in which -the brakes arel operated thereon.

Referring'to the'drawings inwhich lilre characters'desi'gnate like'parts throughout the several views, the locomotive init's general arrangement' comprises" a frame', a guideor pilot truck positioned at each endl ofthe frame and at least one pair'ofrelatively high centerless drive wheels, orrims, rotatablyfmounted on the 'frame between the' guide trucks, the pairs of4 driving wheels, or rims,` being oppositely disposed on ea'ch side'ofthe'frame withv relatioht'o 'each other so that each engagesone of the two rails of the track.

More specifically the locomotive comprisesM a rectangular frame 2 having its forward end 2' supported upon a forward pilot truck 4 and its opposite end 2" supported upon a similar pilot truck 6. Both of these pilot trucks are constructed in substantially the same manner and a detailed description of one will be substantially the same for the other.

Positioned between the pilot trucks 4 and 6 and rotatably mounted upon the frame 2 is a plurality of centerless driving wheels, or rims, 8, 9, I and I I. But while the present embodiment shows four driving rims, the locomotive will operate on two drivers in substantially the same manner as it does on four.

In order to reduce flange friction, the driving rims are preferably flat, the outside circumferential surface of the wheel being relatively widey and substantially in a plane parallel with the axis of the rim.

The rims are also constructed to the maximum height of the locomotive, the theory being that by increasing the diameter of the driving Wheel it will reduce impact and indentation of the wheel upon the rail and at the same time increase the traction surface of the wheel in contact with the rails.

The driving rims are provided in pairs, each pair being oppositely disposed, one on each side of the frame with a maximum of two pairs as shown in dotted lines (Figure 1). Each set of driving rims is preferably individually driven by a plurality of motors, the forward rims 8 and 9 being driven by the motor I4, I4 and I4, while the rearward rims I and I I are driven by the motors Il', Il' and Il", and at points equi-distant about the circumference of the rims. However, any convenient number of motors may be employed which will give uniform and adequate rotating motion to the rim.

Referring in particular to Figure 11, one of the rim driving mechanisms is shown in detail. The motor I4 is shown as being supported substantially centrally of the frame 2 upon the supporting bracket member I5. The member I is in turn supported upon the shaft I 8 adjacent the slidable bearings I5 and I6 by the arm portions I5 and I5" of the bracket. Extending outwardly from each side of the motor I4 are shafts I9 and 20. The outer ends of these shafts being journaled within the bearings 2I and 2I which are also carried on the motor supporting bracket I5.

The bracket I5 is further supported and in particular against rotation on the frame 2 by the guide members 23 and 24, which are attached to the bracket arms I 5 and I5" and slidably connected with the frame 2. These guides act to keep the bracket arms I5 and I5" in line with the channels in the frame accommodating the slidable bearings I6 and I6'.

The rims as constructed are preferably provided with a smooth at outer surface for contacting the rail head, the inner peripheral surface thereof having central rib members or strengthening members 33 and 33 extending inwardly from the surface for reinforcing the same. On one side of the central rib are smooth surfaces 34 and 34 for receiving gear spacing rolls 28 and 28', and on the opposite side of the rib there are provided ring gears 32 and 32'.

While the outer surfaces of the rims are shown in the present embodiment of the invention to be smooth, or flangeless, they may also be provided with the customary flanges if desired, or if the locomotive is lto be operated without the pilot trucks.

Fixably secured adjacent each outer end of the shafts I9 and 20 are gears 25 and 26, which are in turn adapted to engage the large gears 29 and 30. These gears are fixably secured to the shaft I8 which rotate in the bearings I6 and I6. The gear spacing rolls 28 and 28 may also be secured to the shaft I8 and are adapted to bear against the inner peripheral surfaces 34 and 34 of the rim for regulating the depth of the engaging gear teeth of the gears 22 and 22 with those of the ring gears 32 and 32. These gears 22 and 22 are also fixably secured to the shaft I8 and are adapted to rotate the rims through the ring gear teeth 32 and 32.

Referring to Figure 12, the rim strengthening members 33 and 33 may be tapered slightly in order to give ample clearance between them and the driving gear 22 and the gear spacing roll 28.

As all the rim drivers are of the same construction, and as both sets of driving rims are operated in the same manner, only one detail description is given for the rim structure and rim driving mechanism.

Referring again to the pilot, or guide trucks, the front truck is provided with a frame 4 having two or more sets of substantially low wheels 4I), 4I, 42, 40', 4|' and 42 carrying the standard flange. These wheels are supported on axles MI, 45 and 46 which are in turn mounted in the journal boxes 48, 49, and 5I] and journals 48', 49 and 50 (not shown) located on the opposite sides of the frame 4 for supporting the opposite ends of the axles.

For each pair of driving rims there is provided a major weight carrying element such as rollers 'II and 1I as shown in Figures 3 and 6. These elements are adapted to roll upon the smooth inner surface of the rims and are carried by a single axle which is journaled in appropriate bearings on each side of the frame similar to the bearings 'I9 and 19" as shown in Figures 3 and 6. There is also provided for each of the rims, in addition to the major supporting rollers 1I and 1I, idling rollers 'I2 and I3 as shown best in Figure 9 which are also adapted to engage the smooth inner circumference of the rim and above the center line of the rim at approximately 45 from the center of the rim. These idlers are held outwardly against the rim by springs similar to those shown at 'I4 and 'I5 in Figure 3 and are for aiding in the normal support of the upper portion of the rim in relation to the frame.

The pilot trucks 4 andy 6 are located at each end of the locomotive frame 2, and both are mounted to the frame in substantially the same manner. Referring in detail tothe mounting arrangement, reference is made primarily to the pilot truck shown in Figurer 3. The truck is mounted to the forward end 2 of the frame upon a pivot pin 66 which is located substantially over the center of the axle 44. The weight of the frame being carried upon a bearingl which is located substantially centrally of the truck. Located centrally of the frame is a roller 62 which is mounted to a cross member 62', the rollerbeing adapted to bear upon the bearing plate 6I.

The rear truck Ii is of substantially the same construction as the forward truck and isr pivoted to the frame 2 by the pin 63, the weight of the rear end of the frame being carried upon the roller 64 which is in rolling contact with a bearing plate 65, the roller being located at a point substantially in the center of the truck 6.

The pilot truck wheels of the two trucks are arranged in a similar manner. Referring to Figaanvangen;

side `of f the S' truck tand?y supportedi uponea single the'f conventional?. type Iiange's.

cent each end of the axles 43, 43 and43?"refA spectively; tli'eouter lends fof' itheaxlesffbeingifj ournaledf Within -thevjoiirn'alV boxesi 54; 54', .55; 5512 frameI 2 withV 'the truck-g is .llocat'ed substantially over.' the Icenter ofthe'faxleAB" 'similarrto therA location i of the# forwardly pivot; pin' i 6D? iti; being@ located over the axlertdfrof theforwardrtruck.

The greatest clearance' betWeen'ffla-nges fand the" rails isV in-thefouterwheelsyasishown=at 5Il`an'du` 5V, while the centerlpair'lofwheels 52: andfl52 5| 55 andx55l' an -4allowance'forca4 limited amount of end play for the shaft 43. The purpose of this particular arrangemeritlis'toipfrovideia pilot truck which. will, be. ableto negotiatestandard.l track curves and at the same timefprovida truck'` having a minimum amount of 'side sway at the point it is cou'plet'or pivotedto'themain frame.

The purpose of this design-*being to reducefth'e side'sway of.' the locomotive.Y Even thoughf-the outer portionlof thevv pilot-'.trucksimay haye a normal swaying movement, the; portionk off the truck guidi-ng' and positioning1 the main-frame andv drivers-over the rails wills-reduce toi a minimum theside motion.

Located -atfthe front end offtheclo'comotiveand inrfroninof.-e the forward drivingxr-iins is a. control and operating room 1U, and at the opposite end over the rear truck 6 is a compartment 10 for machinery or fuel storage space.

The gears 22 and 22', as shown best in Figure 1l, are held in contact with the ring gears 32 and 32' by the springs 16 and which also hold the spring spacing rollers 28 and 28 in contact with the rim portion 34 and 34.

The enlarged sectional View in Figure 14 shows the manner in which the slidable members 18 are carried on the frame to allow movement relative to the frame.

The braking mechanism on the pilot trucks is of the conventional type and is not shown. The braking mechanism for the centerless driving rims comprises outer shoes 90 and 9| and inner shoes 92 and 93. The outer shoes are adapted to contact the outer circumference of the rim while the inner shoes are adapted to contact the smooth inner portion 34 and 34 of the rim. The outer shoes 99 and 9| are mounted on the outer end of the operating arms 94 and 94', the inner end of the arms being attached to a rotatable drum 95. The inner shoes 92 and 93 are attached to the outer end of the operating arms 96 and 9T, which in like manner have their opposite ends attached to the drum 95. The drum 95 is rotata-bly mounted on the shaft 98, the shoes being held in braking position adjacent the rim by brackets 99 and |00, |0| and |02 which are secured to the frame. In order to mechanically operate the brakes there is provided a cylinder inner and outerfb'rakingrshoes being;substaritially4 in fthe" same area alongthezinner and outerrsurfaces of :the rims:

In 'operation-g thegeneral arrangen'irentI .of` theflocomotive yis ,shown best in litigare-1,` `the iframe.A and. the centerlessf drivingA rim*l being:L shown'.` irrdotted lines. The pilot .trucks'-4'ffandl Beate.' posi#I tioned under: each.- endfofthe frame 'While-.thee drivingfrims are-.rotatably mounted-to ytl71e'..fram`e-:fl betweenthe-Vtrucksi The-principalhweight.carry-fing-element A-beingzhthepainy ofv lrollers :l |'-A and'.v ."M which bears against the smootheriinner-sur-faces* ofA the rims at aspoint-substantial'lyg above4 the contact poi-nt between the.y rims= and the rails; In thisA particularf design the..centerlessmims:are: flangeless, the :drivingfrims .being positioned over. the rails .by thapilotf trucks whichf are -fp-ivoted-v asnear the.. drivingzrims'fas possible.- Aszfpref viously described, all the pilot truck wheels are provided with flanges. By having the pilot trucks 4 and 6 pivoted as near the driving rims as possible, the center of the frame will remain nearer the center of the rails when the locomotive is on a curved track. By having the first pair of truck wheels nearest the main portion of the frame farther apart, the flanges will be nearer the rails which will reduce swayingof the truck and of the locomotive as the pivot pins are located directly over these Wheels. The other Wheels of the truck are slightly closer allowing more tolerance between the wheel flanges and the rails which is necessary when operating over curved tracks. The principle of operation may also be carried out with only two high driving rims oppositely disposed on opposite sides of the frame in which there would be two drivers in place of the four shown. However, for maximum eiiiciency the locomotive is particularly designed with four driving rims.

Over the frame and the driving rims is a housing H5. The driving rims extend upwardly and occupy substantially the full height of the housing. As the driving rims are without a center axle, the space between the rims is reserved for operating machinery in addition to the space over the forward and rear pilot trucks, the forward end of the housing being arranged primarily as an operating and control room.

The invention is not to be limited to the exact arrangement of parts as shown in the accom- Through tliefk connecting arms 94, 94', 96 and 91 theouter.brakes4v shoes willfbe'vmovedinwardlyf upon ltherrim'#l and thea-.inner shoes vfwill 'r be moved outwardly-'on their smooth: portions of. the rims, the action ,off the pIanying-drawings or as described in this 'speci-v pointed out' in the accompanying claims is the same to be limited.

I claim:

1. A rail traversing machine comprising a rigid frame lhaving a ,plurality of independently supported fiangeless, centerless rail engaging rims rotatably mounted on each side of the said frame, the -inner surface of the said rims being provided with a smooth and toothed area, rotatablev supports for said frame adapted to engage .the smooth area ofthe inner circumference of the rimvadjacent the rail engaging regions thereof, an internal driving gear for each of the said rims adapted to engage the toothed area ofthe rim and means adjacent each end of the said frame for positioning the said flangeless rims over the rails.

2. A lrail traversing machine comprising a rigid frame having a plurality of independently supported fiangeless, centerless rail engaging rims rotatably mounted on each side of the said frame, the rim surface of the said rims being provided with a smooth and toothed area being of substantially the same diameter, rotatable supports for said frame adapted to engage the smooth area of the inner circumference of the rim adjacent the rail engaging regions thereof, an internal driving gear for each of the said rims adapted to engage the toothed area of the rim and means pivotably mounted adjacent each end of the said frame for positioningv the said flangeless rims over the rails.

3. In a rail locomotive comprising a rigid frame, a separate truck unit pivotably mounted to each end of the said rigid frame having tWo or more pairs of relatively low flanged Wheels engaging said rails for positioning the frame relative to the said rails, driving means carried by said frame between the said trucks comprisingV at least two relatively light flangelesstrack engaging centerless rims rotatably mounted on opposite sides of the said frame and each oppositely disposed with relation to each other and a housing adapted to cover the said pivotably mounted trucks and rigid frame substantially as described.

4. In a rail locomotive comprising a rigid frame, a plurality of rail engaging flangeless, centerless driving rims rotabably mounted on each side of the said frame, the inner surface of the said rims being provided with a smooth and toothed area being of substantially the same diameter, rotatable supports for said frame adapted to engage the smooth area of the inner circumference of the rim adjacent the rail engaging regions thereof, an internal driving gear for each of the said rims adapted to engage the toothed area of the rims, a rotating guiding support for said gear mounted in a plane substantially parallel therewith adapted to engage the smooth inner area of the rim for guaging the meshing of the driving gear and the rim gear and means pivotably mounted adjacent each end of the said frame for positioning the said angeless rims over the rails.

FRANK NAYLOR. EMORY.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED sTATEs'PA'I'ENTs Number Name Date 237,697 Pole Feb. 15, 1881` 436,711 Kingsland Sept. 16, 1890' 548,470 Shrader Oct. 22, 1895 552,204 Shrader' Dec. 31, 1895 708,523 Burger Sept. 9, 1902 1,768,860 Pflager July 1, 1930 2,072,611 Kories Mar. 2, 1937 2,173,867. Townsend Sept. 26, 1939

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