US1519599A

US1519599A - Starting engine for locomotives

Info

Publication number: US1519599A
Application number: US636147A
Authority: US
Inventors: Clement F Street
Original assignee: Individual
Current assignee: Individual
Priority date: 1923-05-02
Filing date: 1923-05-02
Publication date: 1924-12-16
Anticipated expiration: 1941-12-16

Description

Dec. 16, 1924. 1,519,599

C. F. STREET STARTING ENGINE FOR LOCOMOTIVES Filed May 9, 1923 4 Sheets-Sheet 1 R (Jvwwtp'c (76%, 5 $1 A elf Comm v c. F. STREET STARTING ENGINE FOR LOCOMOTIVES 4 Sheets-Sheet 2 Filed May 2, 1925 I 5140014 60 [ye/waif 5746 7 W C. F. STREET STARTING ENGINE FOR LOCOMOTIVES Filed May 2 4 Sheet s-Sheet 5 c. F. STREET STARTING ENGINE FOR LOCOMOTIVES Filed May 2, 1925 4 Shqets-Sheet 4 avwemtoz Patented Dec. 16, 1924.

STARTING ENGENE FOR LOCOMOTIVES.

Application filed may 2,

To all whom it may concern.

Be it known that I, CLEMENT F. STREET, a citizen of the United States, residing at Greenwich, in the county of Fairlield and State of Connecticut, have invented a cer tain new and useful Improvement in Starting Engines for Locomotives, of which l1l1- provement the following is a specification.

This invention relates to auxiliary starting engines for locomotives, such as are used for assisting the main engine in starting the locomotive and train, and in propelling the same at low speeds. My present invention relates more particularly to that type of auxiliary starting engine in which the piston is connected to an axle through a pawl and ratchet, or forward locking and backward slipping clutch connection, whereby the power is transmitted to the axle only upon the out stroke of the piston. l iith a single cylinder engine, this results in an intermittent thrust or application of power, and one of the objects of my present invention is to provide for a continuous application of power from the starting engine to the axle during the entire operation of the engine. For this purpose, one of the features of my invention comprises an auxiliary cylinder, piston, and ratchet device, in addition to the first or main cylinder of the starting engine, with its piston and ratchet device, and valve mechanism operated by the movement of said main piston for controlling a supply of steam to the auxiliary cylinder during the return or back stroke of the main piston.

Another feature of my invention comprises improved means for automatically cut ting off the supply of steam to the motor in case it should be inadvertently thrown into operation without load upon the locomotive, or whenever the speed of said motor exceeds a predetermined rate. Another feature comprises an improved manually operated throttle or control valve device adapted, upon its preliminary movement, to supply a small quantity of steam, and upon its further movement, to open a larger port for a full supply of steam. According to another feature of my improvement, the release movement of the manually operated control valve governs the release action of the cut off valve. Still another feature comprises improved means for adjustably mounting the starting engine upon a truck of the locomo- 1922. Serial No. 636,147.

tive, in order to accommodate the irregular movement of the truck in passing around curves and over uneven track surface.

These and other features of my invention will now more fully appear from the following description of a preferred embodiment thereof, and the points of novelty will be vset forth in the appended claims.

In the accompanying drawings: Figure 1 is a horizontal section, taken substantially in the plane of the axes of the cylinders, of my improved starting engine; Fig. 2, a vertical section, taken substantially on the axis of the main cylinder; Fig. 3, a detached sectional view showing a portion 01": the main cylinder with the automatic cut off valve mechanism; Fig. l, a diagram illustrating the distribution and out off valve device con nected in operative relation as to ports and passages; Fig. 5, a diagram showing one form of the control device; Fig. 6, a similar diagram showing a simplified construction of the control valve: Fig. 'i', a detail sectional view showing the mounting of ratchet mechanism and engine casing upon the axle; Fig. 8, a front View, illustrating a preferred form of construction for mounting the engine cylinders upon the truck frame; and, Fig. 9, a side elevation of the same.

My improved starting engine is designed to be applied to the trailer truck of the locomotive, and transmit power to the trailer axle, but, obviously, it may be applied to any other axle, if desired.

According to the construction shown, my improvement comprises a main cylinder, 5, containing a piston, 6, having a rod, 7, extending out through the rear head, 8, and connected with the axle, 9, through a pawl and ratchet mechanism. Any suitable ratchet device or equivalent forward locking and backward slipping clutch mechanism may be employed, but I have shown the outer end of the rod, 7, engaging a vertically sliding block, 7, mounted on pivot pin, 10 connected to the swinging arms, 10, mounted on the axle, 9, and carrying the pawl, 11, adapted to engage the ratchet wheel, 12, keyed upon the axle, and thereby apply power to rotate the axle upon the out stroke of the piston. The pawl is held in engage ment with the ratchet wheel during the out stroke by steam pressure passing through the hollow rod, 7, and acting on the plunger,

13, and is raised out of engagement with the ratchet during the back or return stroke of the piston, by means of the springs, 14, when the steam is exhausted from the cylinder. The main piston, 6,, is moved through the return or exhaust stroke by the spring, 15. This construction is substantially the same as that described in my prior application, filed October 3, 1922, Serial No. 592,013.

According to my present improvement, I provide an auxiliary cylinder, 5 containing a piston, 6 having a rod, 7 engaging a vertically sliding block 7 mounted on a pivot pin 10 and provided with a similar forward locking and backward slipping mechanism, as above described, for transmitting power to the axle, 9. Any suitable form of distribution valve mechanism operated by the movement of the main piston may be employed for controlling the supply of steam or other motive fluid to and its exhaust from the main cylinder, and the supply to the auxiliary cylinder during the exhaust or return stroke of the main piston. For this purpose, I have shown a preferred form of valve mechanism comprising a main piston valve, 16, controlling supply port, 17, cylinder port, 18, leading to the main cylinder port, 19, leading to the auxiliary cylinder, and exhaust ports, 20 and 21. The main valve is actuated by fluid pressure admitted to its outer piston heads, by means of the pilot valve, 22, which is located in chamber, 23, of casing, 24, mounted on the main cylinder head, 25, and operated by the stem, 26, extending into the main cylin der, and into the hollow rod, 7 of the main piston, 6. The pilot valve has a fluid supply port, 27, ports, 28'and 29, leading to the opposite ends of the main piston valve, 16, and

exhaust port, 30. The pilot valve stein, 26, is provided with a nut, 31, and collar, 32, for engaging the followers, 33 and 34, respectively, slidab-ly mounted in the piston rod, 7, at the opposite ends of a. spring, 35.

In the operation of the apparatus, as thus far described, when the main piston has shifted the pilot valve to the position shown in 4, steam or other fluid under pres sure is supplied from chamber, 23, through port, 28, to one end of the main valve, while the other port, 29, is connected to the exhaust port, 30, through the cavity, 36, in the slide valve, The. main valve is thereby shifted to the position for supplying steam through ports, 17 and 18, to the main cylinder for forcing out the main piston, 6. During this movement, the steam pre sure acts on piston, 13, to hold the pawl in engagement with the ratchet wheel, and the power is applied to turn the axle. When the spring follower, 33, engages the nut, 31, and shifts the pilot valve to its opposite position, steam is supplied to the opposite end of the main valve through port, 29,

piston reaches the inner end of its stroke,

and the follower, 34, engages the collar, 32, on the stem, 26, of the pilot valve,the vlave mechanism is reversed to its former position, as will be readily understood, steam being again supplied to the main cylinder, while the auxiliary cylinder is open to the exhaust. The spring, 15, acting on the back of the auxiliary piston, 6 then returns said piston to the inner end of its cylinder.

it will thus be seen that the auxiliary piston acts to transmit the power to the axle during the period. of the return movement of the main piston, whether this be longer or shorter, so that continuous power is applied by the starting engine for turning the axle, 9.

An additional buffer spring, 39, may be mounted between the piston, 6, and a follower, 37, engaging shoulder on the piston rod, and adapted to strike against the end of an extension, 38, supported on the head, 8, when the piston reaches substantially the outer end of its power stroke. A similar spring, 39 and follower, 37, may be provided for the auxiliary piston, 6 The auxiliary piston may also be provided with a spring butler comprising a plunger, 40, and spring, 41, acting as a cushion against the inner head of the cylinder when the spring, 15 acts to return the piston, 6*, 'to its inner position.

Another feature of my improvement, comprises an automatic cut off valve device, such as 42, which may alsobe mounted on the head of the cylinder, 5, and is adapted to shut oil the supply of steam to'the main distribution valve, 16, and cut out the starting engine when the speed exceeds a certain rate. This valve is shown in the form of a piston valve, 43, normally held by the spring, 44, in such position as to open communication from the supply port, 46, to the port, 1'7,

leading to the distribution valve, 16. The valve, 43, is connected by a rod, 45, with a linger, or tappet, 58, which projects through the cylinder, 5, at a point slightly beyond the usual limit of outward travel of the piston, 6, at the customary low speed. When, however, the speed increases to an excessive degree, as when the starting engine is inadvertently thrown into operation, when there is no load on the engine, the piston, 6, will make an excessive travel, compressing both springs, 15 and 39, and strike the proec-ting finger, 58, thereby shifting the valve,

43, through the rod, 45, to a position to cutofi communication from port, 46 to port 17, and to admit steam from port 46 to theouter face of piston valve, 43. This pressure then holds the valve in this shut off position against the power of the spring, ll, until the pressure is released from the face of the piston valve, 43. At the time that the piston makes its excessive travel, the follower, 33, is engaged by the nut. ii, on the valve rod, 26, and the spring, to, is compressed to accommodate the further movement of the piston. When the pressure released from the face of the piston valve, 43, the springl returns the valve to its normal position. A leakage port, d8, may also be provided in the head of the valve casing. It will be apparent that the cut off valve device may he used with either a single cylinder or a double cylinder engine.

The supply of steam from the boiler to the passage, 46, is governed by the enginemans control or throttle valve device, which is preferably operated by a foot pedal or stem, 65, extending above the floor of the cab. Any suitable form of control valve device may be employed, in which steam is supplied to the passage, 46, during the time that the valve is held open, and when closed, operates to cut off said supply and to open said passage to the atmosphere.

In the simplified construction of control valve device shown in Fig. 6, the control valve is indicated as comprising the piston valve, 60, normally held by a spring, 61., in the position to close communication from the supply port, 62, to the passage, a6. leading to the out off valve, and to open said passage, 46, to the atmosphere through exhaust port, 63. lVhen the engineman presses his foot upon the stem, 65, of the valve, 66, he opens communication from a fluid pressure supply, 67, such as compressed air, to the pipe or passage, 68, leading to the outer face of piston valve, 60, and moves said valve to com ress spring, 61, and open communication from the steam supply, 62, to the passage, L6, to start the motor. Upon removing the foot from the pedal or stem, 65, the valve, 66, is closed by the spring, 89, and by fluid pressure acting beneath the valve, and the fluid pressure acting on the face of valve, 60, and air passage, 68., is released to the atmosphere through the loose joint around the stem, 65, and the spring, 61, moves the valve, 66., to its normal closed po sition in which the supply of steam is cut off.

According to the preferred design of control valve device shown in 5, the pedal or stem, 65, is provided with additional ports, and a further movement for controlling not only the piston valve, 60, but also another piston valve, 70, in order that a preliminary movement of the stem, 65, may

effect the opening of a small supply port, while the further or final movement causes a larger opening and a full supply of steam to the starting engine.

In the normal position of the parts, the spring, 61, holds the piston valve, 60, in position to close communication from the boiler and steam supply pipe, 62', to the passages, 27 and 46, leading to the distribution and cut off valve devices, and the spring, holds the valve, 70, in such position that the small port, 73, is open, while the larger port, i closed. lVhen the engineman places his foot on the pedal, 65, to start the engine, he moves it through a prelim nary distance to compress the spring, 7 9, and open valve, 66, to supply fluid under pressure from pipe, 67, to pipe, 68, and actuate the main piston valve, 60, to open communication from. supply, 62, to port, 81, and through small port, 73, to start the engine slowly. Then after the engine is started, the engineman may move the pad 65, further downward, compressing the additional spring, 80, and bringing the cavity, 7 6, to connect ports, 82 and 75, thereby actuating auxiliary piston valve, 7 0, against its spring, 71, to open the large supply port, 74. The full supply of steam then flows to the engine. VJ hen the engineman removes his foot from the pedal, the springs, and 7 9., return the same to its upper position, in which fluid is released from piston valve, 60, and pipe, 68, through exhaust port, 78, and fluid from the face of auxiliary piston valve, 70, and pipe, 75, is released through ports, 76 and 77. The springs, 61 and 71, then return the respective valves, 60 and 70, to their normal positions, in which the pipes, 27 and 4.16, are vented to the atmosphere through the ports, 7 3, 81 and 63. A vent port, 7 2, prevents the accumulation of any pressure upon the outer face of the piston valve, 7 0.

By means of this construction, the starting engine moves gradually forward, and any sudden or violent action which might produce a slipping of the wheels is avoided.

According to another feature of my in vention, the engine is supported upon the truck frame in such a manner as to accommodate itself to the lateral sliding movement of the trailing truck wheels and the undulating movement of the same due to uneven track surface, and a preferred construction for this purpose is shown in Figs. 7, 8 and 9.

The casing, 8, which is secured to the back head, 8, of the cylinder, encloses the ratchet gear mechanisn, and has a bearing around the axle, 9, preferably on a lateral flange of the swinging arm, 10, as shown in Fig. 7. The cylinder, 5, may be provided with a lug, 50, which is pivotally mounted on a pin, 54:, supported at its ends in the lugs, 53, formed upon the saddle or sleeve,

- 52, which is loosely mounted on the tubular support or pipe, 51. The sleeve may be provided with grease pockets, 55, and is adapted to have both a sliding and a rotary movement upon the pipe, 51, which may be supported on the truck frame in anysuitable manner. The length of the lug, 50, at its bearing on the pin, 54, is preferably somewhat less than the distance between the supporting lugs, 53, thereby providing considerable play to allow for variations in distance between the trailing axle and the supporting pipe. The axis of the cylinder or cylinders, of which there maybe one or more, will normally be inclined more or less to a horizontal plane depending upon the elevation of the pipe, 51, relative to the axle, 9. This construction provides a substantially universal bearing for supporting the engine, either one or more cylinders, as the same may turn either laterally or longitudinally and may also slide laterally to provide for the lateral motion of the truck axle.

Having now described my invention, what I claim as new and desire to secure by Letters Patent is:

l. In a locomotive starting engine, the combination with a main cylinder, piston, and a forward locking and backward slipping clutch mechanism operated thereby for driving an axle, of an auxiliary cylinder, piston, and a forward locking and backward slipping clutch mechanism, and a valve mechanism for controlling a supply of motive fluid to said auxiliary cylinder during the return stroke of the main piston.

2. in a locomotive starting engine, the combination with a main cylinder, piston, and a forward looking and backward slipping clutch mechanism operated thereby for driving an axle, of an auxiliary cylinder, piston, and a forward locking and backward slipping clutch mechanism, and a valve mechanism operated by the movement of the main piston for supplying motive fluid to the main piston for its full out stroke and to the auxiliary cylinder during the return stroke of said main piston.

8. In a locomotive starting engine, the combination with a main cylinder, piston, and aforward locking and backward slipping clutch mechanism operated-thereby for driving an axle, of an auxiliary cylinder, piston, and a forward looking and backward slipping clutch mechanism, and a distribution valve mechanism comprising a pilot valve operated by the movement of the main piston, and a fluid operated valve governed by said pilot valve for controlling a supply of motive fluid to the auxiliary cylinder during thereturn stroke of the main piston.

l. in a locomotive starting engine, the combination with a main cylinder, piston, and a forward locking and'backward slipping clutch mechanism operated thereby for driving an axle, of an auxiliary cylinder, piston, and a forward looking and backward slipping clutch mechanism, and a valve mechanism operated by the movement of the main piston to supply motive fluid to the main piston in one position and in the other position to exhaust fluid from the main cylinder, and to supply fluid to said auxiliary cylinder. I

5. In a locomotive starting engine, the

combination with a main cylinder, piston, and a forward looking and backward slipping clutch mechanism operated thereby for driving an axle, of an auxiliary cylinder, piston, and a ratchet or clutch mechanism, a valve mechanism operated by the moveni nt of the main piston to supply motive fluid to the main cylinder and to open the exhaust from the auxiliary cylinder in one position, to open the exhaust from the main cylinder and supply fluid to the auxiliary cylinder in another position, and springs for moving said main and auxiliary eistons through their return strokes.

6. In a locomotive starting engine, the combinationwith a cylinder, piston and a forward locking and backward slipping clutch mechanism operated thereby for driving an axle, of a valve mechanism operated by the normal travel of the piston for controlling the supply of motive fluid to the cylinder, and a cut off valve device operated by an excessive travel of the piston for shutting off the motive fluid supply.

'7. In a locomotive starting engine, the combination with a cylinder, piston and a forward locking and backward slipping clutch mechanism operated thereby for driving an axle, of a valve mechanism operated by the normal travel of the piston for controlling the supply of motive fluid to, and the exhaust from, one end of said cylinder, a spring for moving the piston through its return stroke, and a cut off valve device operated by an excessive travel of the piston to shut ofl the motive fluid supply to said valve mechanism.

8. In a locomotive starting engine, the combination with a cylinder, piston and a forward looking and backward slipping clutch mechanism operated thereby for driving an axle, of a valve mechanism operated by the normal travel of the piston for controlling the supply of motive fluid to the cylinder, a cut off valve for closing the supply of motive fluid, a rod connected to said cut oil valve, and a tappet on said rod adapted to be engaged by the piston upon excessive travel.

9. In a locomotive starting engine, the

combination with a cylinder, piston and a forward looking and backward slipping clutch mechanism operated thereby for drivmg an axle, of a valve mechanism operated spring adapted to be by the normal travel of the piston. for con trolling the supply oil? HIOiilVQ fluid to the cylinder, a spri for moving the piston through returi'i stroke, another butler cominessed by an excessive travel of the piston, and a Elli; ott valve device operated by an excessive travel of the piston for shutting oil the supply of motive fluid.

10. In a locomotive starting engine, the combination with a cylinder, piston and a forward locking and backward slipping clutch mechanism operated thereby for driving an axle, of valve mechanism operated by the normal travel oi the piston for controlling the supply of motive fluid to the cylinder, a cut oil valve device operated by an excessive travel of the piston to shut off the supply of motive fluid, and a manually operated valve for controlling the release of the cut oil? valve device.

ll. In a locomotive starting engine, the combination with a cylinder, piston, and a forward locking and backward slipping clutch mechanism operated thereby for driving an axle, of a valve mechanism operated by the normal travel of the piston for controlling the supply of motive fluid to the cylinder, and a cut off valve device operated by an excessive travel of. the piston for shutting oil the supply of motive fluid, said out on valve having a piston subject to pressure of the motive fluid in the cut off position.

12. In a locomotive starting engine, the combination with a cylinder, piston, and a forward locking and backward. slipping clutch mechanism operated thereby tor driving an axle, of valve mechanism operated by the normal travel of the piston for controlling the supply of motive fluid to the cylinder, a cut off valve device comprising apiston valve having one face subject to fluid pressure in the cut off position for holding the same in that position, and a spring for moving said valve to its open position when the pressure is released from said face of the piston.

13. In a locomotive starting engine, the combination with a cylinder, piston, and a forward locking and backward slipping clutch m chanism operated thereby for driving an axle, of a valve mechanism operated by the normal travel of the piston for controlling the supply of motive fluid to the cylinder, a cut off valve device operated by an excessive travel of the piston for shutting off the supply of motive fluid, said out 0E valve having a piston subject to fluid pres sure for holding the valve in the cut off position, and a manually operated valve device for controlling the supply of motive fluid to said cut off valve device.

14. In a locomotive starting engine, the combination with a cylinder, piston, and a forward locking and backward slipping clutch mechanism operated thereby for driving an axle, valve mechani m operated bv the normal travel of the pi or ii ling the supply of motive uid to the cylinder, a cut oil valve device operated by an excessive travel of the piston for shutting:- oil the motive fluid supply, and a spring for permitting said excess movement between the piston and the valve mechanism.

15. In a locomotive starting engine, the combination with a cylinder, piston, and a forward locking and backward slipping clutch mechanism operated thereby tor driving an axle, a valve mechanism operated v the normal travel oi the piston for controlling the supply oft motive fluid to the cylinder, a cut off valve device operated by an excessive travel of the piston for shutting off the motive fluid supply, a valve stem ext-ending within the piston rod, a follower for actuating said stem, and a spring bearing on said follower to permit the excess travel of the piston.

16. In a locomotive starting engine, the

combination with a cylinder, piston, and

forward locking and backward slipping clutch mechanism operated thereby for driving an axle, a valve mechanism for controlling the supply of motive fluid to the cylinder, a valve stem extending within the piston rod for actuating said valve mechanism, followers mounted in the piston rod and a spring between said followers.

17. i control device for locomotive starting engines, comprising a main piston valve, governing the steam supply through a small port, an auxiliary piston valve governing a larger supply port, and a manually operated valve having ports and passages for first actuating said main piston valve upon apreliminary movement, and then actuating the auxiliary piston valve upon a further movement.

18. A control device for locomot've starting engines, comprising a fluid pressure actuated valve having an open position for supplying motive fluid to the engine supply passage, and a closed position for shutting of? the supply and opening said passage to the atmosphere, and a pedal operated valve for controlling said pressure actuated valve.

19. In a locomotive starting engine, the combination with a support, and a sleeve mounted on said support, of an engine cylinder, pivotally connected to said sleeve and adapted to slide laterally relatively thereto.

2O In a locomotive starting engine, the combination with a cylindrical support, and a sleeve rotatably and slidably mounted thereon, of an engine cylinder pivotally connected to said sleeve and adapted to swing laterally thereon.

21. In a locomotive starting engine, the

cornbinationwith a cylindrical support and slidably mounted thereon, of a longitudinal av sleeve rotatebly and slidably mounted pin supported on said sleeve of an engine thereon, of a longitudinal pin supported on cylinder pivoted on said pin and having 10 said sleeve, and an engine'oylinder having longitudinal play thereon. 5 a lug pi'v'otall} mounted on said pin. In testimony whereof I have hereunto set 22. In a locomotive starting engine, the my hand. combination with a support and a sleeve CLEMENT F, STREET.