US1359175A - Locomotive-traction increaser - Google Patents

Description

D. P. KELLOGG AND PLSHEEDY.

LOCOMOTIVE TRACTION INCREASER.

APPLICATION FILED SEPT. B, 1920.

Patented Nov. 16, 1920.

w 3 $HEET-SSHEET l.

INVENTORS n. P. KELLOGG AND P. SHEEDY.

LOCOMOTIVE TRACTION INCREASER.

APPLICATION FILED SEPT. a, 1920.

1 ,359, 175, Patented Nov. 16, 1920.

3 SHEETS-SHEET 2.

WITNESSES V TORS flzdd D. P. KELLOGG AND P. SHEEDY.

LOCOMOTIVE TRACTION INCREASER.

APPLICATION FILED SEPT- B, 1920.

I Patented Nov. 16, 1920.

3 SHEETSSHEET 3.

- FIG 3.

WITNESSES UNITED STATES PATENT OFFICE.

DANIEL P. KELLOGG- AND PATRICK SHEEDY, OF- LOS ANGELES, CALIFORNIA.

LOCOMOTIVE-TRACTION INCREASER.

Specification of Letters Patent. Patented NOV. 16, 1920.

Application filed September 8, 1920. Serial No. 408,901.

'1 0 all whom it may concern:

Be it known that we, DANIEL P. KELLOGG and PATRICK SHEEDY, both of Los Angeles, in the county of Los Angeles and State of California, have jointly invented a certain new and usefullmprovement in Locomotive-Traction Increasers, of which improvement the following is a specification. Our invention relates to means for temporarily increasing, the tractive power of a locomotive, at such times, and for such periods. as an increase thereof may be considered necessary or desirable, by the application of driving power to an axle of the locomotive which is not normally operated as a driving axle. The earliest instance of a mechanism of such character which is within our knowledge or information, is that which is set forth in the patent of R. Helmholtz, No. 516,436, dated March 13, 1894, as applied to an axle of a leading truck, and which was exemplified in a loco motive built by Krauss & Co, of Munich, and exhibited at the Paris Exposition of 1900. Illustrations and descriptions of this locomotive appear in the foreign technical journals, Revue Genera 1e des Che rains d6 Fer, Paris, April, 1901, and Le Genie Uz'm'l, Paris, August 11, 1900, and the system has been revived in a traction increasing mechanism of the same general type, applied TO the trailing truck axle of a locomotive which was exhibited during the convention of the mechanical section, American Railroad Association, at Atlantic City, in June, 1920.

The object of our invention is to provide an appliance of the type above referred to, in which, by a simplification of mechanism,

and reduction of weight and cost, the recognized advantages of the operative principle may be made available, without involving the objections of complication, excess of applied weight, and comparatively high cost of application and maintenance, which have obtained in constructions heretofore proposed.

The improvement claimed is-hereinafte fully set forth.

In the ac'ompanying drawings: Figure 1 is a view. partly in side elevation and partly in section, of a locomotive trailing truck, illustrating an application of our invention; Fig. 2, a plan or top view of the same; Fig. 3, a view, in elevation. as seen from the rear; Fig. 4, a vertical longitudinal section,

it is to be understood that the invention is not limited, in application, to any specific form or location of truck. In this instance,

the truck frame, 1, is supported on an axle,

2, on which are secured wheels, 3, and which is journaled, in the usual manner, in the truck frame.

In the practice of our invention,.referring descriptively to the specific embodiment thereof which is herein set forth, we provide a driving shaft, 7,journaled in bearings on the casing member, 8, of a rotary fluid pressure motor, of any known and preferred type, which is bolted to, and supported by, cross ties, 8, secured to the side members of the truck frame, 1. for illustration, the movable members of the motor comprise two cylindrical rotors, 9, 9, which are fitted truly in the casing member, 8, the rotor 9, being secured on the driving shaft, 7. aid rotors carry a plurality of peripheral blades, 9 by which they are geared together, so as to be simultaneously rotatable, in opposite directions, by motive fluid, admittedto the casing member, between the rotors, on one side of a plane passing through their axes, and exhausted from the casing, .8, on the opposite side of said plane. spur pinion, 12, is secured upon the driving shaft, adjacent to the casing, 8/

The admission and exhaust of motive In the instance selected fluid, to and from the motor casing, as well as the direction of rotation of the drivingshaft, 7, are manually controlled by an operating valve, 10, which. in this instance, is a four-way plug cock, fitted in a casing, 10 supported adjacent tothe motor casing. A fluid pressure supply pipe, 10", leads into one side of the operating valve casing, and a fluid pressure exhaust pipe, 10, leads out of the opposite side of said casing, to a suitable point of discharge, as, say, a cylinder saddle of the locomotive. Induction and eduction pipes, 10 10", lead from opposite sides of the valve casing, at a right angle to the common axial plane of the connec tions of the supply and-exhaust pipes, 10*,

into the motor casing member, 8, on opposite sides of a plane passing through the 10 in accordance with the desired direction of rotation of the driving shaft, and exhausted from the motor casing through the otherpipe, or may be entirely shut off from the motor casing, as desired.

Two parallel gear hangers, 13, 13, which,

together, constitute a gear support, are bored out, at one end, to swing freely on the driving shaft, 7, as a pivotal axle, and an intermediate spur pinion, 14, which'is continuously in engagement with the pinion,

12, of the driving shaft, is journaled in the gear hangers. Aspur gear, 15, which, as shown, is split or made in two sections,- bolted together, for convenience of attachment and removal, is keyed upon the truck axle, 2, in the same vertical longitudinal plane as the pinions, 12 and 14, and the pinion, 14, is adapted to be engaged with,

or disengaged from, the gear, 15, by swingj ing the gear hangers, 13, 13, and pinion, 14,-carried thereon, about the axis of the driving shaft, 7, in one or the other direction.

The adjustment and maintenance of the" gear support in desired positions to apply or release the power of the motor to or from the truck axle in the manner above stated, are effected by a power application and spring release mechanism of substantially the following construction. A fluid pressure "cylinder, 16, supported on one of the cross ties, 8, is fitted with a piston, 16, the rod, 16, of which, is coupled to one endof a double armed lever, 17, fixed on a transverse operating shaft, 18, journaled in bearings supported below the cylinder, 16. An arm, 19,.on the operating shaft, is coupled, by connecting links, 20, to the gear hangers, 13, 13. The end of the lever, l'i, opposite that to which the piston rod, 16", is coupled, is coupled to a vertical stem, 21, sliding in a support, 21. A spring, 22, coiled aroundthe stem, 21, bears on the support, 21, and on a washer, 21", which is adjustable on the stem, to vary the tension of the spring, by nuts, 21. Motive fluid is admitted to, and exhausted from, the cylinder, 16, by a manually actuated regulating valve.

In the operation of the appliance, when it is desired to impart increased tractive power to the locomotive, by the application of the power of the motor to the truck axle,

motive fluid is admitted to the cylinder, 16, the piston of which, through the connections described, moves the pinion, 14, carried by the gear support, into engagement with the gear, 15, of the truck axle, and said pinion, 14, and gear, 15, are maintained in adjusted operative relation by an operating shaft and stop bear-ing, 25, against which the links, 20, hear, when moved to position for such adjustment. Motive fluid is then admitted to the motor, by the manipulation of the operating valve, 10, and the power of the motor is applied to the rotation of the truck axle, through the pinions, 12 and 14, and gear, 15. When the application of additional power is found to be'no longer necessary or desirable, the supply of motivefiuid is shut off from the motor, and the regulating valve, 23, is operated to release motive fluid from the cylinder, 16, upon which the spring, 22, moves the gear hangers indirection to release the pinion, 14, from enga ement with the truck axle gear, 15.:

Ve claim as our invention and desire to'n secure by Letters Patent:

1. The combination, with a locomotive truck, of a rotary motor, mounted on the truck frame; a pinion, fixed on the shaft'of said motor; a gear, fixed on'an axle of the truck; an intermediate pinion, which s-"continuously in engagement with the pinion of the motor shaft; and means for engaging and disengaging said intermediate pinion, with and from the truck axle gear.

2. The combination, with a locomotive truck, of a rotary motor, mounted on the truck frame; a pinion, fixed on the shaftof said motor; a gear, fixed on an axle of the truck; an intermediate pini0n,.which is continuously in engagement with the pinion of the motor shaft; a fluid pressure applying mechanism for engaging said intermediate gear with the truck axle gear; and a spring releasing mechanism for disengaging said intermediate gear from the truck axle gear.

3. The combination, .with a locomotive truck, of a rotary motor, mounted on the truck frame; an operating valve, controlling the admission and exhaust of motive fluid to and from said motor, in either direction of its. rotation; a pinion, fixed on the shaft of said motor; a gear, fixed on an axle of the truck; an intermediate pinion, which is continuously in engagement with the pinion of the motor shaft; and means for engaging and disengaging said. intermediate pinion, with and from the truck axle gear;

4. The com ination, with a locomotive truck, of a driving shaft mounted on the truck frame;'a rotor, fixed onsaid shaft; means for effecting the supply and exhaust of motive fluid to and from said rotor; a pinion, fixed on the driving shaft; a gear support, pivotally suspended on said shaft; a pinion, journaled 1n said support, and

continuously in engagement with the driving shaft pinion; agear, fixed on an axle of the truck; and means for moving the gear support into positions for the engagement and disengagement of its pinion with the gear of the truck axle.

5. The combination, with a locomotive truck, of a driving shaftmounted on the truck frame; a rotor, fixed on said shaft; means for effecting the supply and exhaust of motive fluid to and from said rotor; a pinion, fixed on the driving shaft; a gear support, pivotally suspended on said shaft; a pinion journaled in said support and continuously in engagement with the driving shaft pinion; a gear, fixed on an axle-of the truck; a fluid pressure applying mechanism for moving the gear support into position for the engagement of its pinion with the gear of the truck axle; and a spring releasing mechanism for moving the gear support into position for the disengagement of said pinion and gear. Y

6. The combination, with a locomotive truck, of a driving shaft mounted on the truck frame; a rotor, fixed on said shaft; an operating valve, controlling the supply and exhaust of motive fluid, in either direction,

to and from the rotor; a pinion, fixed on the.

driving shaft; a gear support, pivotally suspended on said shaft; a pinion, journaled on said support and continuously in engagement with the driving shaft pinion; a gear,

fixed on an axle of the truck; and means for moving the gear support into positions for the engagement and disengagement of its pinion with the gear of the driving shaft.

7. The combination, witha locomotive axle, of a power driving mechanism, comprising a train of gears, the final member of which is fixed on said axle; a casing inclosing the two initial members of the train; means for engaging and disengaging the axle gear with and from the others; and valve controlled means for admitting and exhausting fluid pressure to and from the casing, betweenthe engaged teeth of the gears therein. 8. The combination with a locomotive axle, of a power driving mechanism, comprising a train-of gears, the final member of which is fixed on said axle; a casing inclosing the two initial members of the train; means for engaging and disengaging the axle gear with and from the others; means for admitting and exhausting fluid pressure to and from the casing, between the engaged teeth of the gears therein; and means for controlling the degree and direction, relatively to the engaged teeth, of such admission'of fluid pressure.

DANIEL P. KELLOGG. PATRICK SHEEDY. Witnesses:

J. C. MADDEN, Jr., H. L. IuLLINeswoRTH.

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