US1512317A - Locomotive - Google Patents

Description

Oct.

LOCOMOTIVE Filed Dec. 5 1920 6 Sheets-Sheet 1 ril? J. W. SMALL ET AL Oct. 21 f l 924.

LOCOMOTIVE 6 Sheets-Sheet 2 Filed Dec. Z, 1920 Oct. 21 1924.

J. w. SMALL ET Al.

LOCOMOTIVE e Sheets-sheet Filed Dec. 5 1920 J. W. SMALL ET AL LOCOMOTIVE L 'D' Ff'eemws I oct l 1,512,317 .L w. SMALL ET AL LOCQMOTIVE e sheets-sheet 5 Filed Dec. 5A 192C fm smid,

. l M, clrzomms 'Ucn u J. W. SMALL ET AL LOCOMOTIVE Filed Dec. 5, 1920 6 Sheets-Sheet 6 L. Fre ema/1v.

Patented Oct. 2l, 124.

ir sr r JOHN W. SMALL, 0F WASHINGTON, DISTRICT OF COLUMBIA, AND LEWIS DE WTT FREEMAN, 0F PORTSMOUTH, 'VIRGINI. 'A

Application filed December 3,v 1920. Serial No. 428,040.

To all whom it may concern.'

Be it known that we, JOHN `W. SMALL and LEWIS DE `W1TT FREEMAN, citizens of the United States, residing at lVashington, District of Columbia, and ortsmouth, in the county of Norfolk and State of Virginia, respectively, have invented certain new and useful Improvements in Locomotives, of which the following is a specification.

This invention relates to an improved locomotive and has as one of its principal objects to provide an engine of this charaeter employing separate steam and exhaust valves and wherein the steam valves may be controlled independently of the exhaust valves,

The invention has as a further object,in thus employing separate controls for the steam and exhaust valves, to provide an engine wherein the admission and cut-ott of steam may be varied without varying the lcompression and release of steam so as to eect, as compared with locomotives of ordinary construction, a material reduction in the steam clearance space necessary in the locomotive cylinders.

' A still further object of the invention is to provide an engine wherein, due to the conservation of steam by a reduction of the steam clearance space of the engine cylinders, more work will, as compared with enines of ordinary construction, be realized rom a given volume of steam or, in other words, less steam will be required to perform the same work.

Another object ofthe invention is to provide an engine wherein the valves will be operated by a valve gear common to all thereof, wherein the valves will be mounted in removable cylinder heads so that repairs may be easily made, and wherein, if desired, the valves may be displaced without removing the heads.

And the invention has as a still further object to provide an engine wherein thesaddle and cylinders will be formed without ports or passages so that the saddle and cylinders may thus be integrally cast and the weight thereof thereby materially reduced as well as the presence of bolted joints eliminated. v

Other and incidental objects will appear hereinafter.

In the drawings:

Figure 1 is a side elevation showing a ocomotlve embodying the present invenion Figure@ is a fragmentary transverse section particularly showing the saddle and illustrating the integral construction of theA saddle and cylinders,

Figure 3 is a detail side elevation of the saddle,

Figure 4 is a detail side elevation of one of the cylinders and associated parts,

Figure 5 is a detail plan view of one of the cylinders, parts being broken away and shown in section to illustrate the mounting of the valves,

Figure 6 is a detail section of all of the valves of one of the cylinders,

Figure 7 is a perspective view showing one of the steam valves in detail,

Figure 8 is a fragmentary side elevation particularly showing the valve gear as well as the controlling mechanism for the valves,

Figure 9 is a detail perspective particularly showing the rock shafts of the valve gear,

Figure 10 is a detail perspective view showing one of the compound reverse links employed,

Figure 11 is a detail perspective view showing one of the link members of the compound reverse links,

Figure 12 is an edge elevation of the exhaust valve-control lever,

. Figure 13 is aside elevation of said lever, Figure 14;'is a side elevation ofthe steam valve control lever, and v Figure 15 is a fragmentaryv edge elevation showing both of the levers as they appear when mounted in operative position.

The present invention has vto do particu- 'larly with the, locomotive saddle, cylinders,

valves, valve gear, and controlling mechanism for the valves'. Accordingly, such part-s of a locomotive, as illustrated in the drawings, which are not comprehended by the invention, are conventionally shown. In `carrying the invention into eect, we provide, as will be best A seen in Figures 2 and 3 of the drawings, a Asaddle 1() provided at its upper end with an arcuate plate 11 upon whichv the smokebox of the locomotive rests. Upstanding from the base of the saddle are flanges 12 to which the frame bars of the locomotive are secured and carried by the saddle base at opposite sides thereof are bylinders 13 connected with the saddle by webs 14. As will be perceived, the saddle and cylinders are thus constructed as a single unit and, as will later become more clear, are formed without ports or assages. Accordingly, the saddle andcyhnders may be integrally cast. ln thus casting'the cylinders integral with the saddle, the" weight of the unit may 'be materially reduced while also, the presence of troublesome bolted joints is eliminated. Y, Bolted to the forward end of each of the cylinders is, as particularly shown in Figure 5, a removable fronty 'head 15 and similarly secured to the rear end of each of the cylindersv is a removable back head 16. 'llhe front heads are respectively formed with a steam passage 17 'and an exhaust paage 18. Likewise, the back headsare each formed with a steam passage v 19 and an exhaust passage 20. Emerging through the sides of the smoke box are steam pipes 21 each provided with branches 22, one of which is connected withthe steam passage of the front head and the Aother with the steam passage of the back head of the l cylinder at the adjacent side ofthe locomotive. Leading from the exhaustl passages Yof the heads `of each cylinder are the branches 23 ofan exhaust pi 24, these pipes, asclearly brought out 1n Figure 2, extending laterally inward through suitable openings 'in the sides of the saddle 10.- De tachably mountedupon the saddle plate 11 to extend upwardlyl therethrough into the smoke box of the locomotive is an exhaust nozzle `25 provided' near' its lower end with adange 26v bolted orotherwise secured to the plate 11 and I'sustaining the nozzle thereon. low this ange the nozzle is formed with o positely directed branches 27 to which t epipes 24 are secured. Thus, provision is made for the admission and exhaust of steam to and from the cylinder heads without the presence of ports or pasa sa es in the cylinders or in the saddle.

.Wlthin the cylinders are liners 28 and slidwithin said. liners are the pistons 29 of the locomotive, these. pistons havingl the usual piston rods 30 -reciprocable` through the back heads 16 of the cylinders between the passages 19 and 20 thereof. These heads -carry glands 31 for thepiston rods and projecting rearwardly from each of the heads 1s a pair of vertically spaced lugs 32 to which the cross head guides are secured.

' llraversingfthe passages 17 and 19 of vthe front and back heads of each of the cylinders vare Valve chambers 33 in which are removably mounted liners 34 each having, as particularly shown in Fi res 5 and 6 of the drawings, a vertical in et Iport 35 and a pair of vertical outlet ports 36 counicating with passages 37 leading through the notati? ersing the passages 18 and 20 of the heads of each of the cylinders are valve chbers 38 in which are removably htted liners 39 each having a pair of vertical inlet ports 40 and a single outlet port 41, these ports 41 being in communication with passages 42 leadin through the heads into the ends of the cy inder. 34 are vertically disposed steam valves 43 and rotatable within the liners 39 are similarly disposed exhaust valves 44. These valves are yall uite similar in construction and in Figure of the drawings, we have shown one of the steam valves in detail.. As there illustrated, said valves each comprise spaced annular' top and bottom heads 45 andl 46 adapted to snugly ht within the liners of the valve chambers and connectin said heads is a air of spaced .vertical we the webs of t e steam valves being formed to cover andnncover the ports 36 w ile the webs of the exhaust valves are formed to cover and uncover the wrts 40. Between the webs of each valve is dened a steam ge. Detachably engaging with each of the valves is a stem 47 provided at its lower end with an annular head 48.

This head is of a diameter correspondin to that of the valve heads respecitively,.m

is provided upon its lower side w h a transverse key 49normally fitting in a transverse slot 50 Jformedin the upper face of the top head 45 of the valve for connecting the ste-m therewith. 'Closing they valve 'chambersfat their upper ends are bonnets 5l bolted or otherwise secured inposition' and risin from said "bonnets are yokes 52 throug which the stems 47 of the valves are jour- \naled. Surrounding fsaid 'stems upon the vbonnets are glands 53. Bolted to the cyl- `inder heads `and closing the valve chambers at vtheir lower ends are bottomplates 54 against which the bottom heads 46 .of the valves rest so thaty these llates thus rota- -tably support the /valves 1n msiten. Ac-

' end ol which isjournaled agrocker 56 having1 a pair4 of arms 57 and a third arm 58. Se-

cured tothe up er ends of the stems ot the steam valves o the cylinder are arms A59 andextending between these arms and the arms 57 'of the rocher are rods '60 coupling the steam valves oit each cylinder to rotate Rotatable within the liners lltlli lllllID in unison. Secured to the upper ends of the stems of the exhaust valves of each cylinder are arms 61 and extending between these arms is a rod 62 coupling the exhaust valves of the cylinders respectively to move in unison. Extending from each of the cross heads of the locomotive is an arm 3 upon which is mounted a link `64 and pivoted upon said link are upstanding levers 65 and 66 respectively. Extending between the arm 58 of the steam valve rockers 56 respectively and the lever 65 at each side of the locomotive is a coupling rod 67 and extending .between the rearmost of the arms 61 of the exhaust valves at each side of the locomotive and a corresponding one of the levers 66 is a coupling rod 68. Mounted at each side of the locomotive is a compound reverse link 69 comprising, as particularly shown in Figure 10, a link member 70 and a second link member 71, the member 71 having a tail piece 72. Suitable spacing blocks are interposed between the link members and abutting the outer sides of said members are cheek plates 73 having lateral supporting trunnions 7 4C, bolts being engaged through the ends of said plates, the spacing blocks, and the end portions of the link members for holding the parts in assembled relation. Slidable within the arcuatel slot of the link member 70 is a link block 75 and slidable within the slot of the link member 71 is a link block 76. Connected to the upper end of each of the levers 65 at opposite sides of the locomotive is a rod 77 provided at its rear end with a fork 78 vstraddling the corresponding link member 70 and pivotally connected to the block thereof while to each of the levers 66 at opposite sides of the locomotive is connected a rod 79 provided at its rear end with a. fork 80 straddling the corresponding link member 71 and pivotally connected to the'block 76 thereof.

Fixed to the main drank pins of the locomotive are. crank arms 81 and extendin between these arms and the tail pieces 2 of 4 the reverse links are rods 82. Thus, as will be well understood, an oscillatory movement will be imparted to the reverse links and communicated through the rods 77 and 79 to the levers 65 and 66. This movement or said levers, in conjunction with the movement imparted thereto by the cross heads of the locomotive, will serve to rotate the steam and exhaust'valves so that these valves will .be properly. opened and closed incident to the movement of the pistons of the engine cylinders. 'llhe travel of the valves will,.of course, be determined by the distance of the link blocks of each of the reverse links from the pivotal axis thereof and it accordingly remains to describe the control mechanism provided for adjustably varyin such distance and accordingly controlling t e travel of the valves as well as the means employed for reversing the direction of movement of the locomotive.

J ournaled beneath the locomotive boiler is, as-illustrated in detail in Figure 9, a transverse rock shaft 83 and surrounding said shaft is a tubular shaft 84 journaled to rock about the former shaft. Fixed to one end portion of the shaft 83 is a crank arm 85 and fixed to the opposite end portion of said shaft is a compound crank having arms 86 and 87. Extending between the arms 85 and 86 and the forks 78 of the rods 77 at opposite sides of the locomotive, are links 88 and extending rearwardly from the arm 87 of the compound crank at the right hand side of the locomotive, is a reach rod 89 entering the locomotive cab. Fixed to one end of the tubular shaft 84 is a crank arm 90 and fixed to the opposite end of said shaft is a compound crank having arms 91 and 92 respectively. Extending between the arms and 91 and the forks 80 of the rods 79 at opposite sides of the locomotive, are links 93, and extending rearwardly from the arm 92 ofthe compound crank is a reach rod 94 which, like the reach rod 89, enters the locomotive cab at the right hand side of the locomotive. Pivoted within the locomotive cab are, as particularly shown in Figures 12 to 15 inelusive, coacting steam and exhaust levers 95 and 96 which are mounted to rock about a commoncenter, the rod 89 being connected to the lever 95 and the rod 94 to the lever 96. Each of said levers is provided with a. yoke 97 and freely received through the yoke of the steam lever is a toothed segment 98 while the yoke of the exhaust lever receives a segment 99 therethrough, this latter segment being providedl near one end, as particularly shown in Fi re 8 of the drawings, with a notch 100 while near the opposite end of said segment is a second notch 101. Slidable within the yoke of the lever 95 is a latch block 102 spring pressed to engage the segi stop bar 106 provided at its ends with laterally directed arms 107 and 108 projecting into the path of swinging movement of the lever 95. The lever 96 is also equipped with a' latch block 109 slidable within the yoke of said lever and spring pressedlto engage the segment 99. Connected with said block is a trigger 110 by which the block may be lifted, and fixed to the block to project at the inner side of the lever is a cam member the lug 105 of the dog 104 of the lever 95 and` provided with a notch 113 adapted to freely receive said lug.

As will now he appreciated in view ot the preceding description, the steam lever 95 may he rocked for shifting the rear end portions ot the rods 77 and adjustahly` positioning the link blocks 7 5 within the reverse links 69. Likewise, the lever 96 may be i rocked tor shifting the rear end portions of in the notch 101 of the segment 99, the locomotive will loe causedmto move rearwardly while the link hloclrs 76 will he shifted to their lowermost positions within the reverse links so that the exhaust valves will have lull travel. Thus, without regard as to whether the locomotive is moving forwardly or hachWardly, the exhaust valves will always have lull travel.

Figure 8,-when the exhaust lever 96 occupies.

its forward position, the steam lever 95 may he adjusted forwardly between the arms 107 and 108 oit the har 106 lor shitting the linlr hlochs 75, as previously indicated, and accordingly varying the travel ot the steam yvalves d3. Likewise, when the exhaust lever 96-occupies its rearward position, the steam ,1 lever may he adjusted rearwardly between 1 the arms 10'? and 108, tor varying the travel vot vthe steam valves. Accordingly, without regard to the directionI ont movement ot thev locomotive, the steam valvesl may he controlled independently oit the exhaust valves so that the admission and cut-od ot steam may lhe varied as desired without varying the corlripression and release ot the steam.

, and 96 have, as shown in Figure 8, heen e particular iunction et the dog 10d, cam memloer 111, andhar 106 may now he made clear. Assuming that the levers 95 moved to each occupy a torward` position and the lever 96 is, without rst shitting the steam lever 95, moved rearwardly tor rcversing the direction of movement oil the locomotive, it will he seen that the head 112 oit the cam member lll will ride heneath the lug 105 oi" the dog 1041 tor lifting the latch' hloch 102 and releasing the lever 95, the lug ot the dog engaging in the notch lid ol the head ot the cam memher lor coupling the levers. Consequently, as the rearward swinging movement oit the lever96 is continued, the steam lever will loe swung therey lsue should the exhaust lever he swung tor-l with. A similar result would, ot course, en-

wardly-trom its rearmost position without hrst swinging the steam lever. ln the ltor- @n the As leest brought out in leraar? ward-position of the exhaust lever, the arm 108 ot the har 106 will, as hest hrought out in Figure 8, limit? the steam lever against rearward adjustmentheyond vertical position while, when the exhaust lever occupies its rearward position, the steam lever will he limited by the arm 10,7 against forward adjustmentbeyond vertical position. 'lhe arms 107 and 108 will, therefore, serve to define the limits of the movement ot the steam lever with respect to the exhaust lever, making it impossible to improperly manipulate said levers so as to oppose the movement of, the steam valves with respect to the movement of the exhaust valves.

l-laving thus described the invention, what is claimed as new is:

.1. lin a locomotive, a working cylinder,

*separate admission and exhaust valves theretor, means tor imparting travel to the valves, means lor reversing travel ol the assion valves, and means tor reversing travel ot the exhaust valves and operahle to coact with said second mentioned means tor automatically reversing the travel oil the admission valves coincidently.

2,. ln a locomotive, a working cylinder, separate admission and exhaust valves theretor, means for imparting travel to the valves, means tor reversing travel ot the admission valves and adjustaltle for varying said travel, means tor reversing travel oit the exhaust valves, and means limiting said second mentioned means wherehy to prevent independent reversal oit travel ot the admission valves.

3., ln a locomotive, a working cylinder, separate admission and exhaust valves theretor, means torl imparting travel to the valves, a lever itor reversing travel ot the admission valves, a lever torreversing travel ot the exhaust valves, and coasting means carried hy said levers whereloy movement of the second lever tor reversing travel ot the exhaust valves will eldest' movement ot the idrst lever tor reversing travel ci the admission valves,I l

d, ln a locomotive, a worlring cylinder, separate admission and exhaust valves theretor, means lor parting travel to the valves, a lever lor reversing travel ot the admission valves, a lever tor reversing travel oit the exhaust' valves, and enacting means carried hy the levers wherehy movement ot the second leverfwill ehect movement of the tirst lever in the same direction.

5; ln a locomotive, a worlring cylinder, separate admission and exhaust valves therefor, means for imparting travel to the valves, a lever tor reversing travel ont the admission valves and adjustable for varying said travel, a second' lever for reversing travel ol the exhaust valves, and a har Vcarried hy, the second lever and having arms limiting the )Erst lever wherehy to prevent independent reversal of travel of the admission valves.

6. In a locomotive, a working cylinder,

separate admission and exhaust valves therefor, means for imparting travel to the valves, pivoted levers adjustable for reversing travel of the admission and exhaust valves respectively, means carriedby each of the levers for locking said levers in ad- -usted position, and coacting means carried y the levers for releasing the locking means of one of the levers and coupling the levers when the other lever is swung.

7. In a locomotive, a working cylinder, separate admission and exhaust valves therefor, means for imparting travel to the valves, pivoted levers adjustable for reversing travel of the admission and exhaust valves respectively, a latch carried by each of the levers for locking said levers in.

adjusted position, a dog carried by the latch of one of the levers, and a `cam member carried by the latch of the other lever and adapted to ride beneath said dog' for elevating said latch, said cam member being provided with a notch for receiving the dog whereby to couple the levers when the latter lever is swung.

8. In a locomotive, aworking cylinder, admission and exhaust valves therefor, a compound reverse link having link members, link blocks slidable upon said members, separate connections between said blocks and the .admission and exhaust valves respectively including rods having forks straddling the link members and pivotal-ly connected to said blocks, a pair of rock shafts one extending through the other, arms carried by said shafts, links pivotally secured between the free ends of said forks and connected to said arms, and a pair of levers operativel)v `connected with said shafts and movable for rocking the shafts independently of each other.

ln testimony whereof we. atlx our signatures.

Jona `a'. Smau. [L 5.] LEWIS DE WITT FREEMAN. [L. 5.]

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