USRE6950E - Improvement in locomotives - Google Patents

Description

w. s. HUDSON.

LOCOMOTIVE.

Reissued Feb. 29', 1876.

In. fan for N-PEI'HS. PNOTO-LITHOQRAPNER, WASHINGTON. D. C

UNITED PATENT "Or rice.

WILLIAM. S. HUDSON, OFPATERSON; NEW JERSEY.

IMPRQVEM'ENT IN LOCOMOTIVES.

Specification forming part of Letters Patent No. 64,533, dated May. 7, 1 867; reissueNo. 6,950, dated February. 29,1876; applicatioufiled December 7, 1875,

To all-whom it. may concern:

Be; it, known. that .1, WILLIAM' S; HUDSON, of Paterson, in the county of Passaic. and State of New Jersey, superintendentof the Rogers, Locomotive Works, have invented certain new and useful Improvements inLoco motives; and I do hereby declare that the following is afull and exact description thereof:

The patent to Mr. Levi Bissell,dated 1857, sets fortha mode of constructing and arranging a swiveling-truck so that when the loco: motiveisona curved-portion of the roadthe truck shall be necessarily held; in a correct or very nearly correct position corresponding to the curvature. But Mr. Bissellls locomotive could not, without further invention, be providedwith a truck so operating at each end.

The object of my inventiouis tov provide a trucktsoswiveling and gnidedat each endofthe locomotive, while the structure is supported asifirmly, and with the sameiliherty to adaptitself to uneven or twisting portionsof the track, as the ordinary or; best American} locomotives. My locomotive: will run very nearly or quite as well either endforemost.

I will proceed to describewhat, I- consider the best meansof carrying out my invention.

Theaccompanying drawings form a partof; thisspecification.

Figural isa plan view of alocomotive constructed according to my invention, with a: portion. of the upper works broken away to show the peculiarities of the running parts. Fig. 2 is a side elevation of the running parts,

some portions being sectioned-and: others represented as transparent, the better to show the novel features. Fig. 3 is a cross-section on the line S S in Fig. 1. Fig. 4 is a corresponding section on line T T in same.

The figures represent the novel parts, with so much of the ordinary parts as is necessary to show their relations thereto.

Similar letters of reference indicate like parts in all the figures.

The materials may be iron and steel, as usual.

A is a boiler, A theframe, and O and D the driving-wheels. These latter are coupled together by parallel rods, and are driven by connecting-rods, not represented, in the long- ,npproved manner. Over. the bearings of the -whee1sD, are-springs d, tied down at oneend by linksdhwhichare attached to the frame A, and'at the other end by. links dflwhich are nttachedto-theopposite ends of across-lever, E, which is represented distinctly in dotted lines in. Fig. 1. .Gr is: an equalizing-lever,

which'extends from the, center ot the crosslever E' tothecenter hookon kingbolt of the truckM. It receives the-weight of this portiomof the superincumbent mass on the center g; Over. the bearings. of: the wheels 0. are springs .0, connected; to theframe A, as usual,

by linksc at one end, and to theendsof two equalizing-levers, H H,,at theother end, each spring 0 being: independently attached. to a .lever,.H and ready to act without reference to the actionof its mate. Theftwo equalizing- :leversH H rest their, opposite, ends on the sideslof the truck N,"and support the weight ,of thatendof: the boiler, &c.,, on. the two'centersh h, atthe sides. of the locomotive, as will be-clearly understood by an inspectionvof Fig. 1. The weight of the masssupported-on theequalizing-levers, therefore, rests on three points so. arranged astoform atriaugle, one .point being thecenter g of the single lever-G,

the remaining points being the two centers h h of theseparate leversH H. The smaller portionsof the load, supported directly by the strapsc (1 are not. included, of course.

The arrangement by which: the trucks M wheels. 'Over the center" of each is a kingbolt. Each side of said bolt is a double incline, on which the weight is so supported that gravity compels a tendency to return to the proper position for straight track.

A long triangular frame, P, extends inward toward the center of the structure from the truck M, and centers on a pivot, 12, fixed to the boiler A. A corresponding frame, Q, extend-s from the truck N and centers on the pivot q. The effect of this feature of the mechanism is, as in Mr. Bissells arrangement, to hold the trucks straight on straight lines, and to hold them properly diagonal on curves;

-but m y? arrangement differs from Mr. Bissells I in having a truck at each end instead of at one endonly. And this arrangement is made possible and practicable and highly conducive to which equalizing-levers connect, do not so .move laterally, but remain always in the same relation to the axis of the locomotive-boiler. I Some of the advantages due to certain feattires of my invention may be separately enuinerated as follows: First, by reason of the fact that while a large portion of the weight of the entire structure is carried on" the driv ing-wheel O D, a certain proportionbeing also supported on a laterally-moving truck, hung at each end, suitably connected to the driving wheels and to the locomotive-frame, my loco- I motive is adapted to conform to -all the curves met with in practice, and to run either end foremost with the same smoothness and safety. Second, by reason of the fact that [employ a connecting guide-truck, or What is known as the Bissell truck, at each end of the locomo 'tive, instead of, as heretofore, at the front end only, my locomotive is not only adapted to run successfully either end foremost,'but it performs its work in both directions with 'the peculiar facility and safety due to the Bissell truck. Third, by reason of the fact that my equalizing-levers H H equalize the load between the rear drivers 0 and the sliding top of the rear truck N, I'am able to obtain an equalization of the load and division of the shocks and connections between these two, in thesame manner as is ordinarily obtained between two pairs of rigidly-mounted drivers;

and also to allow the under and main portion of the truck N to move to one side and the other, as is required on curves, the equalizing not interfering with the lateral movement,

and the lateral movement not interfering with the equalizing action. Fourth, by reason of It will be observed that while I the fact that my singlelongitudinal lever G g and cross equalizing-lever E are combined and arranged as represented, I am able to equalize in the same manner between the forward drivers D and the top portion of the forward truck M, so as to divide the shocks, &c., and to support the weight of the-locomotive at the single point 9, on or near the central line of the locomotive, and thus, in connection with the supporting-points h h on which the rear equalizing-levers H turn to support the entire mass of the locomotive on three points, which is found in practice to be the best for allowwhat I claim as my improvements in locomotives, and desire to secure by Letters Patent, is as followsl. A' locomotive having driving-wheels under the central part, and alaterally-movin g "truck under each end, combined for joint operation, as herein specified.

2. 'In combination with the body of a locomotiveand with a laterally-moving truck under each end thereof, the within-described equalizing-levers H h adapted to equalize between the rear drivers 0 and the top portion of the rear truck, and to allow the lateral movement of the running-gear of the rear truck, without disturbing the action of the equalizing-levers, substantially as herein set forth. 1 i e 3. The equalizing-lever G g and crosslever E mountedat the front of the locomotive, and combined with the forward truck and forward drivers, substantially as represented, so as in connection with the laterallymoving truck at the rear, and the system of equalizing-levers at the rear, to support the weight on the three points 9 h h by independently-equalizing systems of levers and wheels,

substantially as and for the purposes herein set forth.

M, s. HUDSON.

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