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Publication numberUS2910011 A
Publication typeGrant
Publication dateOct 27, 1959
Filing dateSep 26, 1956
Priority dateSep 26, 1956
Publication numberUS 2910011 A, US 2910011A, US-A-2910011, US2910011 A, US2910011A
InventorsBonanno Joseph L
Original AssigneeLionel Corp
Export CitationBiBTeX, EndNote, RefMan
External Links: USPTO, USPTO Assignment, Espacenet
Toy vehicles
US 2910011 A
Abstract  available in
Previous page
Next page
Claims  available in
Description  (OCR text may contain errors)

Oct. 27, 1959 J. L.. BoNANNo 2,910,011

TOY VEHICLES Filed Sept. 26, 1956 3 Sheets-Sheet 2 1 55 55 59 5 E. a 1 E I l 47 4 5v5 l GQ. 42 l mi 41 2 l flv n ,5 l

4Z INVENTORZS 4? Josep# l. .Bm/ANN@ Oct. 27, 1959 J. l.. BoNANNo 2,910,011

Toy VEHICLES Filed sept. 2s, 195e 3 sheets-sheet s lNvENToR L/osspf/ Z BaN/:NNO

ATTOR TOY VEHICLES Application September 26, 1956, Serial No. 612,154

3 Claims. (Cl. 10S-49) This invention relates to toy vehicles and more specifically to a new and improved locomotive structure and the arrangement and coordination of the structural and driving elementsi In the manufacture of toy vehicles such as locomotives and the like, the achievement of a high degree of realism and dependable operation without attendant increases in cost has presented a serious problem. For instance, added ornamentation and details such as hand rails, the maintenance of relatively close tolerances in the fabrication, mounting of the front and rear trucks to prevent derailment and the provision of dependable electric driving means have materially affected manufacturing costs.

Accordingly, one object of the invention is to overcome the problems heretofore encountered and provide an improved locomotive structure characterized by its simplicity, ease of manufacture, low cost, dependability and high degree of realism. This is attained through an improved arrangement and combination of elements facilitating both fabrication and assembly and, at the same time, attaining more dependable operation and simplifying maintenance and repair.

Another object of the invention resides in the provision of an improved cab, handrail and frame structures which may be quickly and easily assembledV with a minimum of fastening means such as screws or the like to form a sturdy, realistic structure.

Still another object of the invention resides in the provision of improved front and rear trucks carrying the coupling devices wherein vertical displacement of the couplers and truck frame relative to the locomotive frame is limited, while the truck wheels guide the movement of the truck frame in the horizontal plane and are held in from engagement with the track by resilient means disposed between locomotive frame and the truck wheel and axle assembly.

A further object of the invention is the provision of an improved ornamental brake assembly and mounting therefor to effect a firm and dependable attachment of the brake assembly to the locomotive frame.

A still further object of the invention is an electric drive for locomotives having an improved brush holder and thrust bearing for cooperation with the motor armature and stator simplifying assembly and providing dependable,

trouble-free operation.

A still further object of the invention is the provision of a new and improved toy locomotive.

The above and other objects and advantages of the invention will become more apparent from the following description and accompanying drawings showing one embodiment of the invention and forming part of this application.

In the accompanying drawings:

Figure 1 is a side view of a locomotive in accordance with the invention with parts broken away;

Figure 2 is a plan View of the locomotive of Figure l, with parts broken away to show certain structural details thereof;

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Figure 3 is a cross sectional view of Figure 2, taken along the line 3-3 thereof with parts broken away;

Figure 4 is a cross sectional plan view taken along the line; 4--4 of Figure l;

Figure 5 is a cross sectional view of Figures 2 and 4 taken along the line 5-5 thereof;

Figure 6 is a cross sectional View of Figure' 2 taken along the line y6 6 illustrating certain details of the brushv holder and ythrust bearing for cooperation with the motor armature;

Figure 7 is a bottom View ofthe brush holder and thrust bearing assembly shown in Figures 1, 2, 3 and 6;

Figure 8 is a cross sectional view of Figure 7 taken along the line 8 8 thereof;

Figure 9 is a cross sectional view of Figures l, 10, 14 and 15 taken along the line 9-9 thereof and showing the attachment of the ornamental brake to the locomotive frame;

Figure 10 is a fragmentary View of the ornamental brake and frame looking in the direction of arrow `10 of Figure 9;

Figure 1l is a cross sectional view of Figure 2 taken along the line 11--11y thereof and showing the cooperation of the locomotive cab, end rails and frame;

Figure 12 is an exploded perspective view of an improved locomotive truck in accordance with the invention;

Figure 13 is an exploded perspective view of an improved end rail in accordance with the invention and. a fragmentary part of the locomotive frame to illustrate the attachment of the end rails to the frame;

Figure 14 is a bottom. view in perspective of a fragmentary part of the frame illustrating the structural configuration of the frame for receiving and holding the ornamental brake; and

Figure 15 is a perspective view of an; ornamental brake in accordance with thev invention.

Referring now to the drawings and more particularly to Figures l, 2 and 3 thereof, the locomotive is generally denoted by the numeral 10 and includes a cab or body 111, a frame 12 carrying an electric motor 13, driving wheels 14 and front and rear trucks y'1` and T', respectively. `The locomotive further includes front and rear end rails 15 and 16 carried by the frame and secured in position thereon by attachment of the cab 11 to the frame 12 by two screws 17 and 18 extending through openings in the cab and threaded in the frame.

While the inventionl is shown in the formof a locomotive 10 adapted to engagea three-rail track having wheel bearing rails 19 and a central insulated third rail 20 for cooperation with the usual collectors 21 carried by the locomotive frame, it is to be understood that the invention may be applied to other types of' vehicles.

The frame 12 of the locomotive includes a pair of elongated side members 22 and 23 and a central channellike portion 24 carrying a pair of spaced axles 2S and 26 for the driving wheels 14. The channel portion 24 is preferably formed integrally with the frame members 22 and 23 and the latter extend substantially beyond the channel portion. The bottom or base 27 of the channel 24 terminates at each end in an arcuate configuration, as indicated at @2S and 219, for cooperation with the front and rear trucks T and T to be described.

Motive power is transmitted from the motor 13 to the driving wheel axle 26, as illustrated more clearly in Figures 4 and 5 of the drawings. The motor 13 is carried by the side frame members 22 and 23 with the stator 30 being formed of a plurality of laminations held together by a pair of studs secured to the laminations and having downwardly extending portions engaging cooperating aligning openings in the frame. The stator is secured to the frame by a pair of mounting studs 32 thread- Iably engaging the frame and having a threaded opening in the upper end for mounting the brush and thrust bearing plate 33. The armature 34 having a shaft 36 is disposed in a vertical position with a flat commutator 35 on the upper side. The lower end of the armature shaft 36 extends into a recess 27 of the channel base 27 and is provided with a worm 37 which meshes with a cooperaing worm 38 secured to the wheel axles 26. A lower armature shaft thrust bearing 39 in the form of a rivet head, is carried in the base of the recess 27. The upper end of the recess 27 is at least partially closed by a washer 40 of plastic or other similar material functioning as the lower armature shaft bearing and to aid in the retention of a suitable lubricant in and about the worm and worm wheel 37 and 38, respectively.

The brush and thrust bearing plate 33 is secured to the upper side of the field 30 by a pair of screws 41 threadably engaging the studs 32. The plate 33 is preferably formed of an insulating material suchras nylon or the like, is generally of rectangular configuration and has a depending peripheral flange 42 on the side and rear edges. The central part of the plate 33 carries a boss 47 extending from the upper surface and having a passage 48 therethrough. The lower part 49 of the passage 48 serves as the upper armature bearing and upward motion of the armature is prevented by a ball thrust bearing 50 ixedly seated in an intermediate portion 51 of the passage 48. The upper part 52 of the passage 48 is closed by the ball 50 and may be used for lubricating the thrust and shaft bearings. In order to retain the ball bearing 50 within its socket 51, the lower edge of the socket is provided with an inwardly extending conical flange 53 which will compress to admit the ball 50 and then expand to hold it in place. The underside 43 of the plate 33 is counterbored at 45 about the openings 44 to receive the upper ends of the studs 32 and is recessed at 46 to receive the upper ends of studs 31. These counterbores and recesses align the upper end of the armature shaft 36 with the stator 30 and lower bearing 40 so that the screws 41 merely serve to hold the plate to the stator, as described.

The motor brushes 54 are carried by a pair of tubular brush holders 55 of a conductive material such as brass or the like. Each brush holder 55 is at least partially closed at its upper end and includes a section 56 of reduced diameter extending through a cooperating opening 57 in the plate 33. A terminal 58 engages the bottom end of the holder section 56 and the latter is then riveted to hold both the brush holder and the cooperating terminal in place on the plate 33. The brushes 54 are slidably retained within the holders 55 and are urged downwardly against the commutator 35 by springs 59. Electrical energy from the track rails 19 and 20 is applied to the motor stator and armature through the collectors 21 and a suitable reversing unit 60 responsive to energization and deenergization of the tracks to successively start, stop, reverse and stopthe locomotive.

While not illustrated in the drawings, the front and rear sets of drive wheels 14 are mechanically coupled by a suitable gear train and ornamental side rods 14 are carried by drive wheels on each side of the locomotive.

In addition to the drive wheels 14, the locomotive further includes front and rear coupler carrying trucks T and T. As these tracks are identical only the rear truck T' will be described. The truck T' includes, in addition to a remotely operated coupler, an improved wheel suspension and truck frame support which holds the truck wheels in rm engagement with the track at all times, prevents vertical displacement of the coupler relative to the locomotive frame and provides positive electrical ground connection between the truck Wheels and the locomotive frame.

More specifically, the truck T is provided with a truck frame 61 in the form of an inverted channel having a horizontal plate member 62 and a pair of depending flanges 63 with inwardly bent portions 63. The anges 63 each include an elongated vertical S101; 64 ,slidably receiving the truck axle 65 carrying the truck wheels 66.

t boss on the shank 72 extends through the hole 71 and is upset on the under side of the member 69 to hold the coupler in place. The inner end of the truck frame 61 extends beyond the anges 63' to form an elongated member 74 for attachment of the truck to the locomotive frame 12. This member includes an opening 75 adapted to receive the truck clip pin 76 forming the pivot for the truck frame and a second rectangular opening 77 for accommodating the bifurcated load bearing spring 78. Extending upwardly from one edge of the rectangular opening 77 is an L-shaped bracket member 79 which cooperates with the truck clip 76 to hold the truck on the locomotive frame 12 in the manner to be described.

The truck axle 65 and wheels 66 are held in place on the truck frame 61 by the truck armature plate 80 cornprising a plate or base member 81 having a central recessed opening 82 and a pair of tabs 83 extending outwardly from one end thereof. The other end of the armature includes an outwardly and upwardly extending bracket member 84 carrying an upwardly extending coupler locking pin 85 and an offset lever 86 for manually operating the coupler.

The armature plate 80 is held in place on the truck frame 61 by engagement of the armature tabs 83 with cooperating openings 87 formed in the flange parts 63' to form a feedscrew for the armature plate 80 and a tubular rivet 82 extending through the opening 82 in the armature, an opening 62' in the truck frame 61, an opening 68' in the spring 68 and a cooperating washer 88. With this arrangement, the spring 68, which bears against the top edges of the tabs 67, holds the armature in an upper position so that the outer end of the bracket 84 rests against the under side of the coupler head 73 with the pin 85 engaging the coupler to hold the spring loaded coupler knuckle 89 in the closed position. Downward motion of the armature 80 by manual depression of lever 86 or attraction by a magnet placed in the track withdraws the locking pin 85 to release the knuckle 89 for opening the coupler.

From the foregoing description of the truck T', it will be observed that while the armature plate 80 holds the wheel axle 65 in the slots 64, the axle is nevertheless free to move vertically within the slots. The axle 65 is, however, held downwardly by the load bearing spring 78 having a head portion 90 overlying the frame member 74 and a pair of legs 91 extending through the opening 77 and bearing on the upper side of the axle 65.

The truck T is secured to the locomotive frame 12 by the truck clip 76 which extends through the opening 75 in the truck frame, the head part 90 of spring 78 and an opening 90' in the locomotive frame part 27. When the truck is in position on the locomotive frame the L-shaped bracket member 79 engages the arcuate edge 29 of the frame so that the truck frame is free to move in a horizontal plane but is limited in its vertical movement (see Figs. 1 and 5). Moreover, since the head 90 of spring 78 bears against the underside of the frame part 27, when the locomotive is placed on the track or other supporting surface, the truck wheels 66 will be biased downwardly against the supporting surface. Thus the truck wheels 66 in effect constitute locomotive load bearing wheels movable in a vertical plane independently of the truck frame and the truck frame is in turn directly supported by the locomotive frame. This arrangement has been found to substantially eliminate the chance of truck derailment through bouncing of the trucks and at the same time the coupler is held in a predetermined horizontal plane with its lateral motion being controlled by the truck wheels. In addition to the foregoing advantages of this improved truck structure, the spring 78 grounds the truck wheels to the frame increasing the number of ground contacting points between the locomotive and the track and providing more ydependable locomotive operation.

In order to simulate the braking mechanism of an actual locomotive, improved ornamental brakes 92 are disposed between the driver wheels 14, as illustrated in Fig. 1. The detailed structure of each brake and the cooperating locomotive frame configuration for holding the brake securely in place without the need for screws or other similar fastening means is shown in Figs. 9, l0, 14 and 15. Referring to these figures the locomotive frame member 23 includes a slot 93 having the upper edges beveled at 94 to form in effect a V-shaped configuration. The underside of the frame member 23 includes a pair of spaced grooves 95 disposed on each side of and parallel to the slot 93. Each groove includes a llet 96 formed integrally with the frame part 23 and having a thickness greater then the depth of the groove 95 with the outer part sloped as indicated at 97 and the inner edge substantially square and spaced from the frame part 24.

The ornamental brake 92 includes a vertical ornamental portion 98 and a horizontal plate 99 formed integrally therewith. The top side of plate 99 is provided with a transverse V-shaped member 100 adapted to slidably engage the slot 93 as shown in Figure l. The outer ends of the rear edge of the plate 99 are provided with upwardly extending tabs 101 having rear sloping edges for cooperation with the slopes 97 of the fillets 96 when the brake is snapped in place on the frame.

To install the brake 92 the V-shaped member 100 is guided into the slot 93 of the frame part 23 with the front portions of the groove 95 receiving the tabs 101. As the brake is forced inwardly, the tabs 101 will ride over the tops of the fillets 96, defiecting the plate 99. When the tabs clear the fillets they will snap into the spaces behind the fillets to prevent withdrawal of the brake. In addition, the iillets maintain a defiecting stress on the plate 99 to hold the brake securely in place.

As previously pointed out the front and rear end rails and 16 forming part of the ornamental locomotive structure are identical and embody an improved arrangement of elements cooperating with the locomotive frame 12 and cab 11 so that the latter will automatically hold the end rails in locked engagement with the locomotive frame when the cab is secured to the frame by the mounting screws 17 and 18. Referring to Figs. l, 2, 3, ll and 13, each end rail 15 and 16 has a vertical body portion 102 formed to simulate a real end rail with a hand rail 103 and a step 104. The sides 105 are bent at iight angles to the body part and include cutouts to simulate narrow ladder-like steps. Inwardly formed tabs 106 are provided on the ends of the side parts 105 and each tab includes a recess 107 and an inclined part 108. In addition the upper edge of each tab is cut back at 109 for cooperation with the cab 11 as will be described and the body 102 of the end rails each includes a pair of spaced openings 110 for cooperation of bosses 111 on the ends of the locomotive frame members 22 and 23.

The ends of the locomotive frame members 22 and 23 include in addition to the bosses 111, recesses 112 to receive the tab parts 106' with the narrow edge 113 of the frame below the recesses 112 engaging the recesses 107 of tabs 106. Each end rail is installed by rst engaging the end rail openings with the cooperating bosses 111 and with the tabs 106 above the frame elements 22 and 23. The tabs 106 are then moved downwardly with the inclined edges 108 of the tabs guiding them outwardly until the recesses 107 engage the frame parts 113.

The end rails are held in locked engagement with the locomotive frame depending side edges 114 of the cab 11. In the case of the rear end rail 16, the side walls 11 extend below the surface of the frame elements 22 and 23 and engage the outer edge of the tabs 106 as shown more clearly in Figure 3. In the case of the front end rail 15 the depending side edges 114 are in the form of flanges on the edges of the cab walkways 115, as will be observed in Figures l, 2 and ll. In each case, therefore, the tabs 106 of both end rails 15 and 16 are locked in place on the frame when the cab 11 is fastened in place.

,With the invention as described above, a high degree of realism has been attained and at the same time the several elements of the locomotive are coordinated to effect substantial simplification of manufacture and provide a more dependable device which is easy to maintain. Moreover the improved trucks each include a spring suspension whereby the truck wheels are effectively biased against the track to prevent bounce and materially reduce the possibility of derailment. At the same time the body of each truck is wholly supported by the locomotive frame and is merely guided laterally by the truck Wheels.

While only one embodiment of the invention has been illustrated and described, it is apparent that changes, alterations and modifications may be made without departing from the true scope and spirit thereof.

What is claimed is:

1. In a toy vehicle including a frame, a cab on said frame, at least two wheel-carrying axles on said frame, the improvement comprising an electric motor mounted on said frame within said cab, a bearing support member on said frame located below said motor, said bearing support member including an upstanding motor shaft bearing supporting boss, said motor having a vertically disposed shaft rotatably supported on said bearing support boss, said motor shaft having its lower end mechanically coupled to one of said axles, and a top plate member connected to said frame and positioned over said motor, said plate member including a single ball thrust bearing above said shaft for limiting upward movement of said shaft.

2. A toy according to claim 1 wherein said shaft is provided with a worm and said ione axle includes a cooperating worm gear.

3. A toy vehicle according to claim 1 wherein said cab is shaped in the form of a locomotive cab and said wheels are adapted for positioning on a track structure for movement thereover.

References Cited in the file of this patent UNITED STATES PATENTS 363,777 Troller May 24, 1887 497,598 Palmer May 16, 1893 791,742 Vogel June 2, 1905 1,275,612 Scoville Aug. 13, 1918 1,780,082 Keen et al. Oct. 28, 1930 1,842,021 Hanley Jan. 19, 1932 1,869,199 Koerber July 26, 1932 2,096,464 Mueller Oct. 19, 1937 2,207,251 Guedon July 9, 1940 2,466,324 Nelson Apr. 5, 1949 2,659,317 Bonanno et al. Nov. 17, 1953

Patent Citations
Cited PatentFiling datePublication dateApplicantTitle
US363777 *Feb 8, 1887May 24, 1887 Brake for street-cars
US497598 *Feb 21, 1893May 16, 1893 Lunch-wagon
US791742 *Feb 8, 1905Jun 6, 1905St Louis Car CoStreet-car.
US1275612 *Apr 5, 1918Aug 13, 1918Frank F ScovilleLocomotive-engine.
US1780082 *Mar 28, 1930Oct 28, 1930Keen John STwo-wheel locomotive truck
US1842021 *Jun 4, 1930Jan 19, 1932Hanley John AElectric motor mounting and drive mechanism for toys
US1869199 *Feb 17, 1928Jul 26, 1932Koerber John CToy vehicle
US2096464 *Jul 25, 1936Oct 19, 1937American Brake CoBrake rigging
US2207251 *Jul 30, 1938Jul 9, 1940Rca CorpElectric motor
US2466324 *Aug 29, 1945Apr 5, 1949Nelson Arthur JSubmersible pump motor mounting
US2659317 *Oct 15, 1949Nov 17, 1953Lionel CorpToy locomotive
Referenced by
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US8013550Jul 18, 2007Sep 6, 2011Liontech Trains LlcModel train remote control system having realistic speed and special effects control
US8030871Jul 17, 2007Oct 4, 2011Liontech Trains LlcModel train control system having realistic speed control
US8154227 *Jul 22, 2005Apr 10, 2012Liontech Trains LlcModel train control system
US8502483Aug 31, 2011Aug 6, 2013Liontech Trains LlcModel train remote control system having realistic speed and special effects control
US8892276Nov 14, 2007Nov 18, 2014Lionel LlcModel train control system
U.S. Classification105/49, 384/226, 384/368
International ClassificationA63H19/10, A63H19/00
Cooperative ClassificationA63H19/10
European ClassificationA63H19/10