US572497A - Robert bragg - Google Patents

Description

(N0 Model.) Y i R. BRAGG.

GRANK PIN.

,No. 572,491. Patented Dec. 1, 1896.

"um A UNITED STATES PATENT OFFICE.

ROBERT BRAGG, OF DAYTON, OHIO, ASSIGNOR OF THREE-FOUR'IHS TO WILLIAM F. CHAMBERLIN, S. SCOVEL CHAMBERLIN, AND IVILLARD D. CHAMBERLIN, OF SAME PLACE.

oRANK-PIN.

SPECIFICATION forming part of Letters Patent No. 572,497', dated December 1, 1896.

Application filed April 20, 1896. Serial No. 588,347. (No model.)

To all whom it may concern: p

Be it known that I, ROBERT BEAGG, a subject of the Queen of Great Britain, residing at Dayton, in the county of Montgomery, State of Ohio, have invented certain new and useful Improvements in Crank-Pins and Means for Securing the Same in Place; and I do hereby declare the following to be a full, clear, and exact description of the same, reference being had to the accompanying drawings, forming a part of this specification, and the letters of reference marked thereon.

Much difficulty has been experienced in removing and renewing Worn and broken crankpins, particularly the crank-pins of locomotive drive-wheels, owing to the fact that when said pins were secured in place in the ordinary manner it necessitated the removal of .the entire wheel from the locomotive, the

heating of the same to loosen the pin, and the shrinking in of a new pin. The expense of such an operation is very great; and it is the object of my present invention to provide a crank-pin and means for holding the same in place which will permit of the ready removal or insertion of the pin while the wheels are in place and at the same time afford a rigid structure which will withstand shock and wear of usage as well if not better than the ordinary arrangement wherein the pins are secured by shrinkage of the metal of the wheel on the same.

Referring to the accompanying drawings, Figure 1 is a vertical section through a portion of the drive-wheel of a locomotive, showing a crank-pin applied in accordance with my present invention. Fig. 2 is a detail, on

. an enlarged scale, of the crank-pin alone.

base I now form a conical aperture through the wheel or crank, as the case may be, having its smallest diameter at the outer side of the wheel or crank, and in this conical aperture I fit sectional clamping-blocks made conical on the outer surface to accurately fit the conical aperture, which clamping-blocks are formed with a cylindrical central bore, into which the end of the crank-pin is fitted and adapted to be clamped by forcing the blocks into the conical aperture, as will be readily understood.

Referring to said drawings, the letter A indicates a section of the drive-wheeL'and a the conical aperture formed therein at the proper distance from the axis or center of rotation to give the desired leverage to the crank. Fitting in this conical aperture are preferably two clamping-blocks B B, made conical`on their outer surface and ground to accurately it the aperture. A cylindrical aperture b is formed through these clampingblocks, and when in place they should be so proportioned that a very narrow space will be left between them. In other words, instead of being truly semicylindrical in cross-section they are slightly less than semicylindrical,

and at their rear or larger ends they are preferably provided with a countersink or enlarged bore C, for a purpose which will presently appear.

The crank-pin at the outer end is formed in an ordinary manner With a bearing D for the connecting-rod and collars CZ d for holding the connecting-rod in position. The collar d is adapted to seat against the face of the drivewheel, or, if desired, to be recessed into the same slightly, and projecting rearwardly from this collar is the shank portion D', which is adapted to be accurately fitted in and clamped by the clamping-blocks B. rlhe extreme rear end of the shank on the crank-pin is threaded for thc'reception of a locking-nut E and also for the reception of the jam-nut E for preventing the loosening of the locking-nut wh en the pin is subjected to strains or shock.

The nut or nuts applied to the rear` end of the shank of the crank-pin are adapted to seat into the recessAC in the clamping-blocks, and

when set up draw the collar d iirnily against the drive-wheel and tend to force the clamping-blocks farther into the conical recess, the result of which action is that the shank of the crank-pin is clamped firmly and held accurately in a centered position. The countersinking of the nuts overcomes any liability of the nuts striking any part of the machinery, and inl effect presents the saine appearance as a Wheel having a crank-pin applied in the ordinary Way.

As an additional precaution against the possible loosening1 of the jam-nut I provide it with a set-screw F at one side adapted to pass through the nut and cooperate with the threads on the shank of the crank-pin.

The parts when adjusted in position should be so proportioned that the split box or clamping-block should lack just a little of coming up to the collar on the pin, so that it Will not strike and prevent an effective clamping action on the shank.

Practice has demonstrated that the crankpin mounted in the Wheel in accordance with the present invention Will be absolutely rigid, and by setting up the nuts with even a slight pressure it is clamped so firmly as to preclude all possibility of its being Wrenched or turned in its bearing under the action of the connecting-rod, although, as an additional protection against its being turned, it is preferable that the securing-threads be so cut that any turning of the crank-pin Will tend to draw the nuts more tightly into place when the locomotive is running forward.

While I have specifically described my invention as applied to a locomotiveJ drive- Wheel, it Will be understood that the invention is equally applicable to any crank or other machinery Where it is desired to secure a crank-pin in place.

i IIaving thus described 1n y invention, what I claim as new isl. The combination With the crank or Wheel having a conical aperture formed therein, of

a crank-pin seating against the crank or Wheel at the smaller end of the aperture, conical clamping-blocks iitted in said aperture and having a central bore fitting the shank of the crank-pin and a locking-nut on the rear end of the crank-pin bearing against the larger end of the clamping-blocks; substantially as described.

2. The combination with the crank or Wheel having a conical aperture formed therein, and a sectional clamping-block having its outer surface iitted to the conical aperture and a cylindrical internal aperture, a crank-pin having a collar seating against the crank or Wheel at the smaller end of the aperture and a cylindrical shank extending through the aperture in the sectional ciampi 11g-block and a locking-nut screwing on the rear end of the crank-pin and coperating with the sectional clamping-block to hold the parts in adjusted position; substantially as described.

3. The combination with the crank or wheel having the conical aperture therein and the crank-pin seating against the crank or Wheel at the smaller end of the aperture and having the shank projecting through said aperture, of the split clamping-block surrounding said shank and having the external conical surface tting the aperture and central enlarged recess at the rear end and the locking-nut screwing on the shank of the crank-pin and seating in said recess; substantially as described.

ROBERT BRAGG. lVitnesses:

CHARLES J. MCKEE, WVM. F. GHAMBERLIN.

Images