US249962A - Locomotive-engine - Google Patents

Description

- 2 Sheets-Sheet 1.

(N0 Model.)

E. LONGSTRETH. LoGoMoTIVE ENGINE.

No. 249,962. Patented No v. 2'2,'1881.

WITNESSES.-

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(No Model.) 2 Sheehan-Sheet 2..

E. -LO1\IGSTRL"IHl LoGoMoTIVE ENGINE.

No. 249,962. Patented Nov. 22,1881.

mls l ifi-ll NvENTo@ WITNESSES=- j R `NITED STATES PATENT OFFICE.

EDWARD LONGSTRETH, (.)F PHILADELPHIA, PENNSYLVANIA.

LOCOMOTIVE-ENGINE.

SPECIFICATION forming part of Letters Patent No. 249,962, dated November 22, 1881.

Application filed October 10, 1881. (No model.)

To all whom it may concern:

Beit known that I, EDWARD LoNesrRnrH, a citizen of the United States, residing in Philadelphia, Pennsylvania, have invented certain ImprovementsinLocomotive-Engines,ot`which the following is a specitication.

- `My invention relates to that class of locoare fully described hereinafter, being to prevent the rolling or careening of locomotives of this class, which are well known' among railroad engineers as mogul77 or consolidation engines.

In the accompanying drawings, Figure l, Sheet l, is a vertical section ot' sufficient of a locomotive-engine to illustrate the ordinary mode of construction adopted prior to my invention by the Baldwin Locomotive Works; Fig. 2, Sheet 2, a transverse section on the line l 2, Fig. 3, Sheet l, a vertical section, illustrating my invention, Fig. 4, Sheet 2, a vertical section on the line 3 4, Fig. 3; and Fig. 5, Sheet 2, a perspective view in which part 0f one ofthe main frames is cut away.

My improvements may be more readily understood by referring, in the lirst instance, to the mode of construction practiced prior to my invention and illustrated in Figs. l and 2.

There are the usual frames, A A', and three driving-axles, B, B', and B2, for three pairs of coupled driving-wheels. The box for the second driving axle, B', in each frame bears against the under side of the equaliZing-lever D, and the boxot' the third axle, B2, against the under side of the equalizing-lever D', these levers being combined with a system ot springs too well known and too clearly shown in the drawings to need description. This arrangement of equalizing-levers and spring is the same on both sides of the engine. Each box b ofthe tirstdriving-axle bears against a spring, F, which is connected at one end to the frame by a strap or link, a, and at the other end to a transverse bar, G, Fig. 2. In like manner the corresponding spring F at the opposite side of the engine is connected at one end to the frame, and at the other end to the same transverse bar G, and this is connected in the middle by a link, I, to one arm of the lever H, the otherarm of which is jointed t0 thelower end of a rod which passes through the kin g-post K of the truck W. This truck, which is of wellknown construction, is provided with springs for the axle-boxes, as usual, and these springs serve to partially absorb the shocks to which A the truck is subjected; but the main shocks are transmitted through the lever H to the springs F F. Locomotives in which the lever H is connected tothe springs F F ofthe boxes of the rst driving-axle are apt to careen or roll when running at high speed, and for this reason I have adopted the plan which I will proceed t0 describe, reference being had to Figs. 3, 4. and 5.

The lever H is connected to the lower end' of a link, M, Figs. 4 and 5, which is joined to the strap m ot1 a transverse spring, N, the ends of the latter having their hearings on the opposite frames A A'.

The springs F F have no connection whatever with the lever H, each of these springs being connected at one end by a link, w, to the frame, and at the opposite end by a link, c, to one end of a spring, Y, which bears against the frame, and the opposite end of which is connected to one of the arms ot' the equalizing-lever D. It will thus be seen that the springs F F ofthe boxes of the first driving-axle are totally independent of the spring for the truck, the lever H having its own special spring, N, bearing on the frame.

It has been ascertained by practical comparison ot' locomotives built according to my improvement with those built according to the plan .first described and illustrated in Figs. l and 2, that the objectionable careening or rolling of the locomotive made in accordance with the old plan is obviated by my invention.

I claim as my invention l. The combination of the lever H of a l0- comotive with a spring, N, having its bearing on the frames and independent of the springs of the driving-axle, substantially as set forth.

2. rIhe combination of the lever H of a locomotive with a spring, N, having its bearing on the frames, and the link M,jointed to the strap m of the said spring, substantially as specified.

In testimony whereofI have signed my name to this specification in the presence of two sub scribing witnesses.

ED WARD LONGS'IRETH.

Witnesses EDWARD H. WILLIAMs, HARRY SMITH.

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