US1493116A

US1493116A - Locomotive

Info

Publication number: US1493116A
Application number: US356091A
Authority: US
Inventors: Jr William F Kiesel
Original assignee: Individual
Current assignee: Individual
Priority date: 1920-02-03
Filing date: 1920-02-03
Publication date: 1924-05-06
Anticipated expiration: 1941-05-06

Description

May 6 ,1924. 1,493,116

W. F. KIESEL. JR 7 LOCOMOTIVE Filed Feb. 5, 1920 6 Sheets-Sheet l May 6 1924.

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May 6 1924.

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W. F. KIESEL, JR

LOCOMOTIVE Filed Feb. 5, 1920 6 Sheets-Sheet 6 amen [oz attozneq i 1 Q o W O o Patented May 6, 1924.

UNITED STATES,

WILLIAM F. KIESEL, JR., 0F ALTOONA, PENNSYLVANIA.

LOGOMOTIVE.

Application filed. February 8, 1920. Serial No. 356,091.

To all whom it may concern:

Be it known that I, \VILLIAM F.KIESE'L, Jr.. a citizen of the United States, and a resident of Altoona, Blair County, State of Pennsylvania, have invented certain new and useful Improvements in Locomotives, of which the following is a specification.

The present invention relates to steam locomotives and. more particularly to exhaust and steam piping therefor.

The principal features of the invention comprise;

1st: A single exhaust pipe from an engine to the stack, the pipe at the stack end having a plurality of nozzles discharging into corresponding vertical passages in the stack.

2nd: A single exhaust pipe leading from an engine which is connected to swin transversely to the boiler, to the stack, said pipe constructed and arranged to allow swinging of the engine and at the stack and having a plurality of nozzles discharging into corresponding vertical passages in the stack.

3rd: A single steam pipe from the boiler to each cylinder of an engine in combination with a cross balance conduit connecting the cylinders.

4th: A single steam pipe extending to each cylinder of an engine, adapted to swing transversely relative to the boiler, comprising two sections disposed at an angle to each other and connected by a universal joint, the other ends of the pipes being connected by universal joints, one to the boiler, and the other to a cylinder of the engine.

5th: A stack having a plurality of vertical passages, each passage, in effect, being a small stack in which the proper ratio of diameter to height is not exceeded.

Other objects and features of novelty will be apparent from the description takenin connection with the drawings in which:

Figure 1 is a top plan view of a portion of a locomotive illustrating the steam and exhaust piping arranged and constructed in accordance with the present invention, the outline of the boiler being shown in dot and dash lines;

Figure 2 is a side elevation of the parts shown in Figure 1;

Figure 3 is a sectional elevation taken substantially on the line 3-3 of Figure 1, this section bein through the cylinders and connecting saddle of the rear engine;

Figure 4 is a sectional elevation taken substantially on the line 4--4 of Figure 1,

pipes to the superheater header and also showing one of the double nozzles which discharge into the stack;

Figure 6 is a sectional elevation taken substantially on the line 6- -6 of Figure 1 showing the exhaust nozzles which discharge into the stack and the construction of the exhaust pipe from the front engine; and

Figure 7 is a sectional elevation taken substantially on the line 77 of Figure 1 and illustrating the slidable connection between the rear saddle and the rear end of the exhaust pipe leading therefrom.

Referring to the drawings a locomotive illustrating an embodiment of the present inventionis shown with a plurality of engines, in this case two engines. The front engine comprises the cylinders 10 and 11 connected by a saddle 12. The rear engine comprises the

cylinders

13 and 14 connected by the saddle 15. In the form of the invention shown the rear engine is rigidly connected with the boiler of the locomotive. The front engine, on the other hand, is mounted to swing transversely to the boiler. To this end the longitudinal frame members 16 and 17 extending rearwardly from the front saddle 12 have a pivotal connection 18 with the rear saddle 15. Suitable slidable supports 19 areprovided tocarry the front end of the boiler on the frame members 16 and 17.

According to the present invention a single exhaust pipe conducts the exhaust from the rear engine to the stack. As shown, the rear saddle 15 is formed with the

exhaust passages

20 and 21 leading from the

cylinders

13 and 14 respectively, to a common outlet 22. An exhaust pipe 23 extends from this outlet 22 to the stack. The stack is divided into a plurality of vertical passages and the end of the exhaust pipe is provided with a plurality of nozzles adapted to discharge into said passages. As shown the stack 24 is divided into four passages 25, circular in cross section, and the exhaust pipe at the stack end is bifurcated forming two exhaust nozzles 26, said nozzles being adapted to discharge into the two rear passages of the stack. As clearly shown in Figure 6 the nozzles 26 are in the form of a vas illustrated at 36.

Q means single casting bolted to a plate 27 in turn secured to the boiler shell 28 surrounding the smoke box. The plate 27 is provided with an elbow 29 to which is secured the end of the exhaust pipe 23 in any suitable manner as by means of the bolts 30. It will be seen therefore that the exhaust pipe is rigidly secured to the boiler shell at the stack end thereof. In order to permit expansion and contraction in the length of the pipe due to changes in temperature, the rear end is slidably mounted, in the outlet 22 of the rear saddle, a gland 31 being provided in the outlet, adapted to press the packing 32 thereby forming a stuffing box for this end of the pipe.

Likewise a single exhaust pipe is provided leading from the front engine to the stack, but in this case, as the engine may swing transversely to the boiler, it is necessary to provide connections so that the pipe will permit this swinging movement. To this end, as shown, thefront saddle 12 is formed with exhaust passages 33 and 34 adapted to carry the exhaust steam from the cylinders 10and 11 respectively to a common outlet 35. The exhaust pipe leadingfrom this outlet to the stack includes a section 36 having a universal joint connection with the outlet 35, this joint being of any suitable construction A second section 37 of the exhaust pipe telescopes with the section 36 at one end and at the other end has'a uni versal joint connection 38 of any accepted type connecting this end of the exhaust pipe to the plate 27. The bifurcated casting providing the two nozzles39 is secured to the plate 27 over the adjacent end of the exhaust pipe 37. Thus the universal joints and the telescopic connection permit the front engine to swing transversely or up and down relative to the boiler. The smoke box may be of any accepted type. As shown

division walls

40, 41 and 42 are provided around the stack, the wall 42 being perforated and the

exhaust nozzles

26 and 39 projecting through the bottom wall 41.

According to the present invention live steam is conducted from the boiler through the dry pipe, thence through the branch pipes or superheater in the smoke box of the boiler, from which it passes to each of the cylinders of the engine by separate pipes and the steam chests of each engine are connected by cross balance pipes. Referring to Figures 1 and 2 it will be seen that the steam pipe 43 extends from the side header 44 of the superheater to the steam chest of the cylinder 13. Similarly on the other side of the boiler a pipe 43 extends from the opposite side header 45 of the superheater to the cylinder 14. The steam chests 46 and 47 of the

cylinders

13 and 14 respectively to which the steam pipe lead are connected by a cross balance pipe 48, suitable stufing boxes 49 and 50 being provided so that the pipe at its end has steam tight joints with the chests (Figure 3) In any locomotive relatively large steam pipes must be used where there are independent steam lines from'the boileror'superheater to each cylinder. According to this invention, however, because of'the cross balance pipe, the steam pipes leading from the superheater to the steam chests may be considerably smaller'than heretofore. "This follows from the fact that usually the cranks on thetwo sides of the engine are disposed 909 apart so that when steam is'cut ofl at one-half stroke or less only one cylinder of the pair of cylinders takes steam at any given time. VVit'h thearrangement of. this invention the steam will be delivered to a given cylinder simultaneously through its steam pipe 43 or header 44 and the cross balance pipe 48.

The connection of one of the steam pipes, as 43, to the side header 44 of the superheater is shown in Figure 5.' The shell of the smoke box on theside of the locomotive is provided with an aperture which is closed by the superheater header 44, the header being secured to the boiler shell by rivets or bolts 51. Adjacent the lower part'of this aperture the header 44 isprovided with an outlet 52 to which the end of the pipe 43 is connected, the pipe being provided with a flange 53 for bolts 54 to draw the pipe against the header to form a tight joint.

The front engine is also provided with a separate steam pipe for each of the cylinders. As shown the superheater header 44 is provided with an elbow 55 which projects through the aperture of the boiler shell and is connected by a universal joint 56 to one end of the steam pipe 57. It is to be understood that there is a similar header to the header 44 at the other side of the boiler shell and it is connected to the steam pipe on that side of the boiler in the same manner as described above. At its lower end the pipe 57 is connected by a universal joint 58 to a substantially horizontally extending pipe 59, the other end of which is connected by a universal joint 60 to the steam chest of the cy-lv inder 10 (see Figure 4). Steam is supplied ment of the engine in any direction and eliminates the usual telescopic joint which has been used heretofore.

In order to use relatively small steam pipes to the steam chests of the engine, the

cylinders and 11 thereof are connected by a cross balance pipe 62, and stufling boxes 63 and 64 may be provided at the ends of this cross pipe.

With reference to the stack, as locomotives have been increased in size, the stack proportions have had to be increased .cor respondingly. There is practically no restriction to the increase of the stack diameter, but the height thereof is limited by the clearance dimensions of the railroad. For proper efficiency, the ratio ofthe diameter of the stack to its height should not; exceed a certain amount; Good practice places this amount at about 0.25. Vith the present day large locomotives it is not possible to obtain this required ratio for the reason that the stack can not be made high enough. Consequently, in order to have the stack perform its functions as far as-possible, itis necessary to provide these large locomotives with stacks the diameters of which are smaller than the size that the locomotive calls for. It follows therefore at the higher speeds. the flow of gases is choked more or less so that the speed capacity of the locomotive is less than would be obtained with a stack of proper dimensions. According to the present invention this difiiculty is overcome by dividing the stack into a plurality of vertical passages or smaller stacks, each of which has a rat-i0 of diameter to height that does not exceed by any substantial amount the proper amount; By splitting up the total area of stack required into a plurality of smaller areas, the necessary cross-sectional area for the gases may be obtained and at the same time proper ratio of diameter to height may be had. In the present instance, the stack has been divided into four passages and four exhaust nozzles provided, one for each passage. These nozzles have been arranged in pairs, the two pairs being isolated from each other so that the flow of steam from the rear pair of cylinders will not oppose that from the front pair of cylinders. Furthermore by this arrangement of nozzles the steam is more perfectly distributed both in volume and pressure, and equal drafts through each of the four stacks will be possible.

The invention has been described in connection with a locomotive having simple engines,'but it is to be understood that the invention is not thus limited but might be used in connection with locomotives having different arrangements of engines and it also includes modifications and changes which come Within the scope of the appended claims.

Having thus described the invention what is claimed as new and desired to be secured by Letters Patent is:

1. In a locomotive having a front and a rear-engine; a stack having a plurality of vertically extending passages, and a single 'pipe having two nozzles discharging into the stack whereby there is a nozzle for each passage.

3. In a locomotive ha ing a front and rear engine; a stack having a plurality of vertically extending passages, a single exhaust pipe extending from the rear engine to the stack and having a plurality of nozzles discharging into the passages, a single exhaust pipeextending from the front engine to the stack having a plurality of nozzles discharg ing into said passages there. being as many nozzles as passages whereby each passage has a nozzle discharging into the same.

4. In a locomotive having a front engine including a saddle. and a rear engine including a saddle: a stack having a plurality of vertical passages, a-single exhaust pipe extending from the rear saddle to the stack there being passages in the saddle connecting the rear engine cylinders to said pipe, :1 single exhaust pipe extending from the front saddle to the stack there being passages in the said saddle connecting the front engine cylinders and pipe, both pipes having nozzles discharging into said passages, therev being a nozzle for each passage.

5. In a locomotive having a plurality of engines, a stack having a plurality of vertical passages, and a single exhaust pipe leading from each engine to the stack, each pipe having a plurality of nozzles, there being a nozzle for each passage.

6. In a locomotive having two engines, one carried rigidly with the boiler and the other associated with the boiler for swinghaving a plurality of vertical passages, and an exhaust pipe extending-from each engine to the stack, each pipe having a urality of nozzles discharging into the stacli, there being a nozzle for each passage, the exhaust pipe from the swinging engine having flexible connections to permit such swinging movement.

7. In a locomotive having a plurality of. engines, a stack, a single exhaust pipe extending from each engine to the stack having a plurality of nozzles discharging into the stack. a

8. In a locomotive having a plurality of engines, a stack, a single exhaust pipe extending from each engine tomthe stack each pipe being bifurcated at the stack to form twov nozzles discharging into the stack.

.110 ing movement transverse thereto, a stack 9. In a locomotive, an engine comprising 1 two cylinders having their steam chests con nected by a cross balance conduit, and two steam pipes, one for each cylinder extending from the boiler to the steam chests.

10. In a locomotive, an engine comprising two cylinders having their steam chests connected by a cross balance conduit, and two steam pipes, one on each side of the 1000- motive extending from the boiler to the steam chests.

11. In a locomotive an engine mounted for transverse swinging movement relative to the boiler, said engine comprising two cylinders having their steam chests connected by a cross balance conduit and two steam pipes, one for each cylinder extending from the boiler to the steam chests, said pipes having flexible connections to permit swinging of said engine.

12. In a locomotive, an engine mounted for transverse swinging movement relative to the boiler, said engine comprising two cylinders and two steam pipes extending from the boiler to the cylinders, one for each cylinder, each pipe comprising a horizontal and vertical section jointed together by a universal joint, the other end of the vertical pipe having a universal connection to a steam conductor located in the smoke box of the boiler and the other end of the horizontal pipe having a universal connection to an engine.

13. In a locomotive,.an engine comprising two cylinders, a cross balance conduit connecting the valve chests of the engine, and two steam pipes, one for each engine, extending from the boiler to the valve chest of an engine.

14. In a locomotive, an engine including a cylinder mounted for movement relative to the boiler, a steam conductor located in the smoke box of the boiler and projecting outside the boiler shell, and a pipe extending from said steam conductor to the engine end y a universal joint to a horizontal seccompfising a vertical section joined at one tion, said sections having their other ends directly connected by universal joints, the one to the engine and the other to said steam conductor. 1

15. In a locomotive, an engine including two cylinders connected by a saddle formed with exhaust passages leading from each cylinder to a common out-let, an exhaust pipe disposed centrally under the boiler extending from said outlet to the stack, and a steam pipe on each side of the boiler extending from the boiler to a cylinder.

16. In a locomotive, an engine mounted for movement relative to the boiler, a steam conductor extending through the boiler shell, and a pipe connecting said steam conductor to the engine comprising two sections jointed together at an angle to each other by a universal joint, the other ends of the sections being directly connected by universal joints, the one to the engine and the other to said steam conductor.

17. In a locomotive, an engine rigidly connected to the boiler including two cylinders and a saddle connecting the same, said saddle having exhaust passages leading fromeach cylinder to a common outlet, a stack having a plurality of vertical passages, and an exhaust pipe at one end having a sliding joint with said saddle at said outlet and at its other end rigidly secured to the boiler and having a plurality of nozzles discharging into said passages in the stack.

18. In a locomotive having a pair of engines, an aperture in each of the opposite sides of the smoke box, a superheater including side headers each disposed to close one of said apertures, and a pair of steam pipes connected to each header through said apertures, one pipe supplying steam to a cylinder of one engine and the second pipe supplying steam to a cylinder of the other engine.

In testimony whereof I affix my signature;

WILLIAM F. KIESEL, JR.