US611166A - Traction-engine - Google Patents

Description

No. 6H,l66. Patented se f. 20, 1398.

R. J. ZERBAN, m.

TRACTION ENGINE.

(Application filed Apr. 27. 1898.;

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No. 6H,|66. Patented Sept. 20, I898. R. J. ZERBAN, JR.

TRACTION ENGINE.

(Application filed Apr. 27, 1898.)

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N0. 6||,I66. Patented Sept. 20, I898.- R. J. ZERBAN, JR.

TRACTlON ENGINE.

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UNITE STATES PATENT FFICE.

ROBERT J. ZERBAN, JR, OF BELLEVILLE, ILLINOIS.

TRACTION-ENGINE.

SPECIFICATION forming part of Letters Patent No. 611,166, dated September 20, 1898.

Application filed April 27, 1898. Serial No. 679,023. (No model.)

T0 at whom it may concern:

Be it known that I, ROBERT J. ZERBAN, Jr., of Belleville, in the county of St. Clair and State of Illinois, have invented a new and Improved Traction-Engine, of which the following is a full, clear, and exact description.

The object of the invention is to provide a new and improved traction-engine arranged in such a manner that the principal weightthe boilerhangs in springs, the driving-gear is in proper mesh at all times, and friction of the various parts is reduced to a minimum.

The invention consists of novel features and parts and combinations of the same, as will be described hereinafter and then pointed out in the claims.

Reference is to be had to the accompanying drawings, forming a part of this specification, in which similar characters of reference indicate corresponding parts in all the figures.

Figure 1 is a side elevation of the improvement, with parts broken out. Fig. 2 is a sectional side elevation of part of the improvement on the line 2 2 of Fig. 3, showing the rear support for the boiler. Fig. 3 is a plan view of the same, with parts in section. Fig. 4 is an end elevation of the front end of the improvement, with part removed. Fig. 5 is a plan view of the front axle-sleeve. Fig. 6 is a side elevation of the same, and Fig. 7 is an inverted plan view of a king-bolt plate.

The boiler A of the traction-engine is provided forward of the fire-box A with bearings B, in which is mounted to turn the transversely extending middle part 0 of a U- shaped axle -frame having side arms 0 C extending rearwardly on the sides of the firebox to carry at their free ends the alined spindles D D, respectively, on which are mounted to rotate loosely the rear or traction wheels E E. The free ends of said arms 0 C are yieldingly connected with the fire-box A of the boiler by meansof springs F F, of which the springs F are held on lugs C and are engaged at their upper ends by lugs on plates G, riveted or otherwise fastened to the sides of the fire-box A. The springs F are held on the outermost ends of said arms 0 O and are engaged at their upper ends by washers carried by links G, pivotally connected with plates G likewise secured to the sides of the fire-box A.

Now it will be seen that by the arrangement described the axle frame is free to swing with the middle portion C as the pivot, and as the connection between the side arms and the boiler A is yielding by means of the springs F F it is evident that any up-anddown movement of the boiler will be taken up by the springs F F, the frame being free to swing upward or downward with the boiler as the fulcrum for the middle portion 0 and with the traction-wheels E E as the fulcrum for the frame at the spindles D D. The middle portion 0 of the axle-frame is made hollow to form a bearing for a transverselyextending shaft H, carrying at its ends pinions H in mesh with gear-wheels E secured to the traction-wheels E E.

Now it is evident that no matter which way the boiler A moves relative to the tractionwheels E E the pinions always remain in proper mesh with the gear-wheels E so that no binding whatever takes place between the gearing mentioned, and a proper transmission of power takes place from the shaft H to the traction-wheels. The shaft H is connected at the side arms 0 by a differential gearing with a gear-wheel J, mounted to 1'0- tate loosely on the shaft H, and in mesh with a gear-Wheel J, mounted to rotate loosely on a stud J secured to the boiler A. The gearwheel J is in mesh with a pinion J secured on a crank-shaft J connected in the usual manner with the engine K, carried on the forward end of the boiler A.

When the engine is setin motion, a rotary motion is given to the shaft J so that the pinion J rotates the gear-wheel J and the latter the gear-wheel J, so that by the differential gearing I a rotary motion is given to the shaft H and the pinions H to rotate the gear-wheels E and consequently the traction-wheels E E, to propel the engine forward or backward, according to the direction in which the shaft J 4 is turned. The diflerential gearing I may be of any approved construc'tionsuch as indicated, for instance, in Fig: 3, in which the pinions I are journaled in the web of the gear-wheel J and roll off on a bevel gear-wheel I secured on the side arm 0 of the frame 0, the pinions I being also in mesh with a bevel gear-wheel 1 secured on the shaft H.

The front axle of the traction-engine is made in two parts L L, on which are journaled the front wheels N N, respectively. The shafts L L are secured in a sectional sleeve 0, having its two parts 0 O fastened together by suitable bolts 0 as is plainly indicated in Figs. 4:, 5, and 6. The middle of the sleeve 0 is formed with an inclined opening 0 for the passage of the lower end of the king-bolt P, secured at its upper end to a casting P, bolted or otherwise fastened to the under side of the boiler A at the forward end thereof. The top of the sleeve 0 is provided with a bearing 0 into which opens the opening 0 and the said bearing is provided at the front and rear with alined recesses O in which are seated the lugs Q, formed on the king-bolt plate Q, held loosely on the kin g-bolt P. On the top of the plate Q rests the lower end of aspring R, abutting with its upper end against the casting P.

Now it will be seen that by the arrangement described the kin g-bolt Q is free to rock on the sleeve 0 when the axle assumes an inclined position, as indicated in Fig. 4, the plate Q always standing in proper position relative to the vertically-disposed king-bolt P, so that the boiler A remains in Vertical position even should the wheels N N assume inclined positions, as shown in Fig. 4c.

The draw-bar T is pivotally connected with the side arms 0' O of the axle-frame, as shown in Figs. 1, 2, and 3.

Having thus fully described my invention, I claim as new and desire to secure by Letters Patent-- 1. A traction-en gin e, provided with a boiler, an axle-frame approximately U-shaped, and

fulcrumed at its middle portion on the boiler, and carrying at its ends alined spindles for the traction or rear Wheels, and springs interposed between the boiler and the frame at the spindles, substantially as shown and described.

2. Atraction-engine, provided with aboiler, an axle-frame approximately U-shaped, and fulcrumed at its middle portion on the boiler, and carrying at its ends alined spindles for the traction or rear wheels, springs interposed between the boiler and the frame at the spindles, a counter-shaft carried by the pivot portion ofsaid axle-frame, interm eshin g gears upon the counter-shaft and traction-wheels and connections from the counter-shaft to the engine, substantially as shown and described.

3. The combination of an axle, comprising a two-part sleeve having a vertical and 1011- gitudinal slot therein, means for clamping the two parts together, and wheel-journals held within the ends of the sleeve, with a king-bolt entering the slot, and a, plate surrounding the king-bolt and having central ribs engaging the upper surface of the sleeve, substantially as shown and described.

4. A traction-engin e, provided with aboiler carrying a king-bolt, a sleeve carried by the front axle, a king-bolt plate on the king-bolt, and seated to rock on the bearing of said sleeve, and a spring on the king-bolt and interposed between the bolt and the king-bolt casting, substantially as shown and described.

ROBERT J. ZERBAN, JR.

lVitnesses:

HENRY J. FINK, ROBERT ZERBAN, Sr.

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