US 339831 A
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Description (OCR text may contain errors)
' (No Model.)
5 Sheets-Sheet 1. R. ABT.
Patented Apr. 13,1886.
(No Model.) 5 Sheets-Sheet 2.
No. 3739.831. Patented Apr. 13, 1886.
N, PETER; Plwln-uuwgnpur. wnnhington. DJ;
5 Sheets-Sheet 3. R ABT LOGOMOTIVE.
` (No Model.)
Patented Api. 13, 1886.
d Nw (No Model.) 5 Sheets-Sheet 4.
l LOGOMOTIVE. No. 339,831. Patented Apr. 13, 1886.
N. PETERS. Phqw-Lllbogmpher. Wnshlngon. D. C.
(No Model.) 5 sheets-sheet 5. R. ABT.
- LOGOMOTIVB. No. 339,831, Patented Apr. 13, 1886.
.NITED STATES PATENT OFFICE.,
ROMAN ABT, OF BNZEN, S'VITZERLAND, ASSIGNOR OF ONE-HALF TO l OTTO GRUNINGER, OF NEW YORK, N. Y.
ILBPECFICATIN forming part of Letters Patent No. 339,831, dated April 13, 1886.
Application [iled January 16, 1886. Serial No. 188.731.
To all whom, it may concern:
Be it known that I, ROMAN ABT, a citizen of the Republic of Switzerland, residing at Biinzen, in said Republic, have invented a new .and useful Improvement in Locomotives and Railway-Vehicles, of which the following` is a specification.
The development and construction of railroads in mountainous countries has up to the present time been very costly, because of the comparatively small gradients which can be mounted by the ordinary adhesion locomotive. By making steep gradients the cost ot' construction could be greatly reduced; but the ordinary adhesion locomotives could exert but small traction-powers on account of their own large absorptionof power. The safety of operating adhesion lilies with steep gradients is also very small.
In order to cheapen the construction of railway-lines in mountainous countries, and also to haul large loads, and to enable locomotives and trains to be operated with the same degree of safety on steep gradients as is obtained with the regular adhesion locomotives onordinary railn'aydines, it has been proposed to construct a locomotive with a pinion or pinions adapted to engage a rack-rail sccured parallel with and between the trackrails, and it is to this class of locomotives that my invention relates.
The invention consists in the combination, with the adhesion and supporting axles and wheels of a locomotive, of a frame consisting of parallel side portions having at their ends independently adjustable boxes tting the axles, and a pinion or pinions journaled in said frame and adapted to engage a toothed rack-rail, all as more fully hereinafter described, and pointed out in the claims.
The invention also consists in novel combinations of parts,whereby the power necessary for operating the rack-rail pinion or pinions is transmitted from a cylinder or pair ol' cylinders, preferably separate from and independent of thepair of cylinders whereby the adhesion axles and wheels are operated.
The invention also consists in the novel construction of a pinion which may be employed with a railway locomotive or car for engaging (No model.)
with a rack-rail, and which is composed of a number of toothed dis is arranged side byside and having au elastic or yielding connection with their shaft, whereby the disks may be allowed to turn slightly one relatively to auother, and will all come to a proper and equal bearing upon the teeth ofthe rack-rail. This part of the invention is applicable both to the driving-pinion of a locomotive andto a pinion supported upon a railwaycar, and through which the power of a brake may be applied for stopping the car.
The invention also consists in the novel manner of coupling two pinions upon the 1ocomotive together, so that the teeth ot' one pinion will engage the teeth of vthe rack-rail slightly in advance of those of the other pinion and the driving-power will be exerted more uniformly and with less jerks and shocks and greater safety. coupling two pinions together may be elnployed in connection with pinions which consist each of a solid disk or toothed wheel, and is also applicable to pinions severally composed of two or more toothed disks arranged side by side and with their teeth stepped relatively to each other, so that the teeth of the several disks will successively engage with the teeth upon the rackrail.
The invention also consists in the combination, wit-h a pinion-shaft and a pinion composed of toothed disks arranged side by side, of (langes between which the disks are con fined, and one or each of which carries a cylindric brakedruni.
The invention also consists in a particular This novel manner of construction and combination, Vin the pinion,
of a hub or center, two or more disks encircling the same side by side, and springs whereby the disks have an elastic or yielding connection with the hub or center and through it with the shaft.
The invention also consists in the combination, with a rack-rail composed of toothedserve to keep said spaces clear `from obstructions.
In the accompanying drawings, Figure 1 is a longitudinal sectional elevation of the parts of a locomotive which are necessary to illustrate my invention. Fig. 2 is a transverse vertical section upon the plane of the dotted line x x, Fig. 1. Fig. 3 is a transverse section upon the plane of the .dotted l-ine y.y, Fig. 1. Fig. 4 is an axial section through one of the driving-pinions, upon a larger scale. Fig. 5 is a section upon the plane of the dotted line z z, Fig. 4. Fig. 6 is an axial section of the pinion, having its toothed disks connectedwith the shaft by an elastic or.yielding connection of different construction, but also included in my invention. Fig. 7 is a section upon the plane of the dotted line :t 5, Fig. 6. Fig. Sis a sectional view upon the plane of the dotted line l 1, Fig. 7. Figs. 9, 10, 11 respectively represent portions of the three disks, of which one of the dri'ving-piniovns is composed and portions of the rack-rail bars with which these disks engage, the teeth of the disks and rack-rail bars being shown in the positions which they occupy simultaneously relatively to each other; and Figs. 9, 11a respectively represent portions of the three toothed disks of the pinion, which is coupled with the iirst pinion, and portions of the rack-rail bars with which these disks eugage, showing them in the positions whichV v tended for locomotives to be used in connection with a rack-rail such as is shown in my shown the adhesion and supporting axles B of the locomotive, and the adhesion and supporting wheels B, which are upon` these axles, and a portion, C, of the adjacent boiler. In order that the pinions, which are hereinafter described, shall engage at a uniform and proper "distance with the rack-rail A, they must be supported independent of the springs of the locomotive. As here represented, the pinionshafts D, of which. two are shown, are supported by a frame represented as consisting of two parallel bars, E,'whichv have at their ends independentlyadjustable boxes e, fitted frame might be supported from the axle-boxes of the axles B B, or from any other partvof the engine, uniniuenced by the springs which support the superposed locomotive structure.
The pinion-shafts D D are here shown as arranged near the ends ofthe frame E,and,as here represented, are j ournaled in boxesee, the caps e3 of which-are heldin place by bolts e passing through a cross plate or bracket, e, bearing.
upon or attached to the upper side of bars E.
The two pinions F F, which are carried upon.
the shafts D, may be operated from the main .cylinders of the locomotive, which are shown in dotted lines atG G, Fig. 2; or they may be f operated by separate cylinders. (Shown by dotted lines G G in Fig. 2.) A single pinion F, or two or more pinionsF coupled together and engaging with the rack-rail A, may be employed for propelling a locomotive on steep gradients either alone or with the assistance of the adhesion drivers. As here represented, the pinion-shafts have upon them cranks D', which 'are coupled by parallel rodsD, as is usual in locomotives, and the cranks D of one pinion-shaft-in this instance the rear 'onel are operated by connecting-rods Dsfrom rockl er-arms D, which are shown in Figs. 1 and 2.' The cranks D', at-opposite ends of the pinionshafts, should be set on the quarter 'relatively sides of thelocomoti ve, are connected with and project from an inner rock-shaft, D, and a.
tubular rock-shaft, D, surrounding the inner rock-shaft, both said shafts being journaled in bearings b on the main side frames, H, of Y the engine. The two rock-shafts D5 D are provided with upwardly-projecting arms D', with which the pistons in the cylinders Gare connected by rods Ds. l
As before described,-'the rack-ralA is composed of-parallel bars a, three being here shown arranged side by side and having their teeth stepped or set out of line relatively to each other. The pinions Fv are each composed of toothed disks arranged side by side andrcorresponding in number with the barsv of the rack-rail, three being here shown, and also Yhavetheir teeth stepped or set out of 1i ne relatively to each other. In order that the teeth of each pinion shall engage uniformly with the toothed bars of the rack-rail, it is desirable to employ between the pinion-disks and their shaft an elastic or spring connection, which will-enable any one of the disks to turnvery slightly relatively to its shaft and relatively to the other disk or disks.
In Figs. 4 and 5 I have shown a construction and combination of the pinion and shaft whichv provides for this slight turning of the several disks'relatively to each other.
Upon the shaft D is secured a hub or center,
1o f passing through them, and, as here shown,
these flanges f have constructed integral with them cylindric grooved brake-drums f2, to which a brake may be applied. Of course one flange only might have such a brake-drum f2 constructed with it.
Ihe toothed disks d d d2 are bored out to snugly fit the hub or center I, and they are connected therewith by springs g, which are best shown in Fig. 5. Each of these springs consists of a U-shaped piece of steel, made semicircular at the inner end, and having at its ends which are presented outermost inward projections g', which are separated uniformly by a slight space, and which form spaces to limit the elasticity of the spring. These springs rest in grooves or spring-seats g?, formed in the periphery of the hub or center I, and their outer ends project slightly beyond the circumference of the hub or center and enter notches g3, formed in the toothed disks d d' d'2. Consequently it will be seen that each diskmay turn relatively to the hub or center when it encounters resistance until theprojections g of the springs come together, and thereafter the disk will be locked solidly to thehub or center when continuing to turn in the same direction.
In Figs. 6, 7, and 8 I have represented a modified construction ofthe pinion-disks d ddi, and means of giving them an elastic connect-ion with the shaft, which is also included in my invention.
Referring to Figs. 6, 7, and 8, I designates.
the hub or center, composed of two members, secured to the shaft E by a key, c, and having flanges f, which embrace between them the disks d d di. The disks and flanges f havein them holes h, parallel with the axis and of considerable size, and in these holes are flat bars h', the opposite ends of which are screwthreaded and provided with nut-s h2. The bars h are set radial to the disks d d d, and the spaces in the holes or bores h on opposite sides ofthe bars are filled in with segmental blocks of metal, h3, and interposed blocks of indiarubber or similar elastic substance, h4. The ilat bars h are secured against turning by pins or keys h5, inserted in their ends and in the l flanges f, and those portions of the metal blocks It which have a bearing in the flanges f have greater projection than the portions of bores or holes h, as also shown in Fig. 8. Consequently it will be seen that the disks d d d2 can yield circumferentially relatively to each other and to the flanges f to the extent of movement allowed by the blocks h3, the rubber h* being compressed so that the disks d d d2 will come to a bearing on the interposed metal blocks h3.
The arrangement of the piniondisks d d Z2 with their teeth stepped or out of line relatively to each other will be best understood from Figs. 9, l0, and 11, which represent the three disks .of one pinion, and from these figures it will be seen that the teeth ot' the pinion-disks come to a bearing in succession one after another upon the teeth of the rackrail bars a, the pinion being supposed to rotate in the direction indicated by the arrow.
In Figs. 9 10'* 11 I have represented the three disks of the second pinion, which is coupled with the first, and which are supposed to rotate also in the direction indicated by the arrow.
By comparing Figs. 9 and 9 or Figs. 10 and l0a and Figs. ll and 1l, it will be understood that the several disks of the one pinion engage with the toothed bars of the rack-rail slightly in advance of the corresponding disks of the other pinion, and therefore the action of the pinion-disks of the two pinions upon the bars of the rack-rail is rendered more uniform and the driving is effected without shock or jar.
As I before stated, that feature of my improvement which consists in a pinion composed of a number of disks having an elastic or spring connection with their shaft is not confined to a driving-pinion and locomotive, as such pinion might be provided on one or more cars, together with some brake device acting through the pinion to check the motion of the train in case of any accident to the pinion mechanism of the locomotive.
In order to enable the pinions to work properly in the rack-rail Ain winter weather, I have represented a snow-plow, J, at each end of the locomotive and attached to the frame E. This plow should have projections which will enter the spaces between the parallel bars a of the rack-rail, and will clear them from snow or ice to such depth as to enable the pinions to engage properly with them.
The plow or plows J on the locomotive serve to clear away from between the bars of the rack-rail snow, ice, and any dirt or pebbles which may become fixed between them.
It is advantageous to arrange the rock-shafts D5 D one within the other, because of the compactness thereby afforded. They may, however, be otherwise arranged, it being necessary only that they be capable of turning one independently of the other.
I have here shown the number of parallel bars a of the rack-railas corresponding to the number of disks in the pinion F, because such would be lthe case on the maximum gradients in a line of railway.
' To secure economy of construction, therack-f rail may have a less number of bars on the easier gradients, Sand a less number ofthe pinion-disks would then be active.
The reduction in the diameter'of the tires` of the adhesion -wheelsof the locomotive, which is due to wear or turning them off, will of course lower the pinion and its 'sup-y porting-frame, and alter the working relation 1o of the pinion to the rack-rail, and this may be corrected by adjusting the bearings of the frame on the axles.
AwWhat I claim as my invention, and desire to secure by Letters Patent, is- I .15 1. The combination, with the adhesion and l of a frame supported independently of the springs of the locomotive, a shaft journaled in said frame and carrying a pinion for en-l gaging a rack-rail, a crank on said shaft, and a rock-shaft and rod, through which motion is transmitted to the crank on the pinionshaft, substantiallyas herein described. 3. The combination, with the adhesion and supporting axles and wheels of a locomotive, of a frame supported independently of the springs of the locomotive, a shaft journal'ed in said frame' and carrying a pinion and cranks set at an angle relatively to each other, and two rock-shafts having arms connected by rods with the cranks on the pinion-shaft, 4o and through which motion is transmitted for ,operating the pinion-shaft, substantially as herein described. fr l 4. The combination, with the adhesion and supporting axles and wheels of a locomotive, of a frame supportedindependently ofthe springs of the locomotive, a shaft journaled in said frame and carrying cranks set at an angle relatively to each other and a pinion, and two concentric rock-shafts arranged one 5o within the other and having arms connected by rods with the cranks on thefpinionshaft, substantially as herein described. 5. lThe combination, with the adhesion and v supporting axles and wheels of a locomotive, 5 5 of a frame' supported independently ofthe springs of the locomotive,'t wo shafts journaled in said frame and each carrying a pinion for engaginga rackrail, cranks, and parallel rods, whereby the two pinion-shafts are coupled together, and connecting-rods through which motion is transmitted to the cranks on one pinion-shaft for driving both of said shafts, l substantially as herein described.
f 6. The combination, with a locomotive and Y 5 aframe supported independently'of the springs thereof, ofpinio'ns journaled-in said'framea'nd coupled together, and adapted to engage' with f a rack-rail; each pinion `having an elastic or yielding' connection with itsY shaft, substantially as herein described. f i f 7. Thecombination, witharailway-vehicle,
of a pinion supported independently ofv thefi stantially as herein described.
8. The combination, with the adhesion and 8o supporting axles and wheels of a locomotive, of a frame supported independently 'of springs of the locomotive and pinions jonr naled in said frame and coupled together one in advance of the other, the teeth 0f the pinj85 J ions being stepped or set out of line, so that if the teeth of one pinion will engage the teethitV -of the rack-rail slightly in advance oi'fthose of the other pinion, substantially as bemin z described. l 9o .9. The combination, with the adhesion 'supporting axles and wheels of a locomotive,
of a frame supported independently of 'the springs of the locomotive, pinions journaled in said frame and coupled together, each pine' 9; 1 ion consisting of two or more tootheddiskn I set with their teethstepped relatively' tof* i each other, and the two pinions being coupled so that the teethof one are stepped or engage with the rack-rail ,in advance of theteeth of rco the other pinion,` substantially as herein de-g scribed. 4 10. The combination, with the adhesion and supporting axles and wheels of a locomotive,of y aframe supported independently of thesprings 1 0; of thelocomotive and pinions journaled in said frame and coupled together, each pinion com sisting of toothed disks having their teethV stepped one relatively to another, and having` y an elastic or yielding connection withk their no. shaft, and the teeth of the two pinions being stepped one relatively t-o another, so that theff Y teeth of one pinion will engage thel teeth cfa rack-rail slightly in advance of the teeth of the other pinion, substantially as herein described. r x 5 f .11. The combination, with a pinion-shaft and a pinion composed of toothed `disks ar# ranged side by side, of flanges between whichy the disks are confined and one or each of which carries-a'cylindric brake-drum, substantially un asherein described. 12.- The combination, with a shaftandia f hub for center fastthereon, of a pinion eou-y Y ssting of toothed disks encircling the'fhub or center and arranged side by side, and springs interposed between the hub or center land the Y several disks, whereby the several disks-are,"` individually enabled to yield circumferen tially relatively to the hub or center Yand toV v 4 each other, substantially as herein described. 13o'.
13.1The combination, with a shaft anda,l
'hub or center fast thereon and having groove orspringseats in its periphery, of a pinion composed of toothed disks arrangedl side by side upon the hub or center and having notches in their inner circumference opposite the grooves or spring-seats in the hub or center, and springs seated in the hub or center and engaging the notches in said disks, whereby the said disks are enabled individually to yield circumferentially relatively to the hub or center and to each other, substantially as herein described.
14. The combination, with the shaft D and hub I, fast thereon and having U-shaped spring-seats g"7 in its periphery, of a pinion composed of toothed disks encircling the hub side by side and having notches g3 in their inner circumference, and the springs g, of U shape form, iitting the seats g2, and having their ends which engage the notches g3 pro- ROMAN ABT.
JAKoB ROHRER, M. HINNEN.