US1755974A - Locomotive - Google Patents

Description

April 1930' s. M. VAUCLAIN 1,755,974

LOCOMOTlVE Filed Jan, 23, 1926 4 Sheets-Sheet l April 1930- s. M. VAUCLAIN 1,755,974

LOCOMOTIVE Filed Jan. 23, 1926 4 Sheets-Sheet 2 April 1930. s. M. VAUCLAIN 1,755,974

LOCOMOTIVE Filed Jan. 23, 1926 4 Sheets-Sheet 3 April 22,- 1930. s. M. VAUCLAIN LOCOMOTIVE Filed Jan. 23, 1926 4 Sheets-Sheet 4 Fatentecl Apr. 22 1930 UNETED STATES PATNT OFFICE sAMiiEI. M. 'vAUoLAII or ROSEMONT, PENNSYLVANIA, ASSIGNOR TO THE BALDWIN LOCOMOTIVE WORKS, or PHILADELPHIA, PENNSYLVANIA, A CORPORATION oI' PENNSYLVANIA- LOCOMOTIVE Application filed January 23, 1926. Serial No. 83,280.

The invention relates particularly tolocomotives of thethree cylinder type, that is to locomotives having a third cylinderlocated centrally between the two forward outer cylinders. The three cylinder unit may be used 1 alone, or it may be combinedin a locomotive of the Mallet type, with two rear cylinder's to form a five cylinder locomotive.

The principal object of the invention is to it provide an improved combination of the valve gear mechanism for operating the valves of the three cylinder or forward unit. In accordance with the invention, I use a valve gear of the Stephenson type for operatingthe valve of the third cylinder in combination with valve gears of the lValschaert or other types for operating the valves of the outer cylinders. I

Another object of the invention is to pro- 2 vide various improved details of construction and mounting for the Stephenson valve gear. v Still further objects of the invention will be apparent from the following specification and claims.

I It'i s to be understood that the accompanying drawings showing the invention are for illustrative purposes only and are not to be construed as defining or limiting the scope of the invention, the claims forming a part of this specification being relied upon for that purpose. I Of the drawings:

Fig. 1 is a side view of the front part of a locomotive embodying the invention.

Fig. 2 is a front view withcertain parts omitted, this view showing the relation between the cylinders and valve chests.

Fig. 3 is a schematic side View showing the Stephenson valve gear and associated parts.

Fig. 4 is a schematic plan view of the parts shown in Fig. 3.

Fig. 5 is an enlarged transverse vertical sectional view taken along the line 55 of Fig. 4. r

Figs. 6 and 7 are side and plan detailed views, respectively, showing the rocker arm forming a part of the operating mechanism for the'Stephenson valvegear.

Figs. 8 and 9 are schematic views somewhat similar respectively to Figs. 3 and 4,but show 14.- with the rear frame. The front part of the ing an alternate embodiment of the invention. Referring to the drawings, it will be seen that I have illustrated the invention as applied to a five cylinder Mallet locomotive. As illustrated the front frame 1 of the loco motive is supported in the usual way on drive wheels, four pairs 2, 3, 4 and 5 of such wheels being illustrated. These pairs of wheels are provided respectively with axles 6, 7, 8 and 9. The boiler is indicated by 10, this boiler being directly connected with and partly supported by the rear section of the main frame, a part of'which is indicated at 11. Thisrear section of the main frame is supported in the usual way on suitable drive wheels (not shown). The two frames 1 and 11 are con- .nected by means of a link 12 having a hor:

izontal pivotal connection at 13 with the front frame, and a vertical pivotal connection at boiler has a sliding bearing 15 on the front frame 1. Thus the front frame is enabled to turn with respect to the rear frame in accordance with curvatures of the track, and, at the same time, the front frame serves to carry its proportionate weight of the boiler. The cylinders for the rear unit of the locomotive are represented by 16. Theses cylinders may be secured directly to the boiler or to the rear frame. They are provided with valve chests 1'? to which steam is supplied from the boiler through pipes 18. Associated with the cylinders 16 are the usual connect ing rods, connecting links, valve gears and the like which are not shown as they do not of themselves constitute any part of the present invention.

The two outer cylinders for the front unit are represented at 19, 19, these being provided with valve chests 20, 20. The third cylinder for the front unit is shown at 21, being located at the center of the locomotive. This cylinder is provided with a valve chest 22 located at one side of the center. It will be noted that, while the cylinders 19, 19 with their valve chests are substantially horizontal, the cylinder 21 with its valve chest is inclined downward toward the rear.

' The three cylinders 19, 19-and 21 are preferably low pressure cylinders receiving steam 109 discharged from the high pressure cylinders 16. For conducting the steam from the high pressure cylinders to the low pressure cylinders receiver p1pes-23-are provided, these pipes being carried on the front frame by means of brackets 24, 24. These pipes receive the steam after it has expanded in the cylinders 1616 and they are connectedrby means of flexible ball joints 25 which permit the receiver pipes 23 to move with the frame l and the cylinders 19, 19, and relatively to the boiler 10. It is to be noted that these Theexhaust from the three cylinders 19, 19

and 21 is through the exhaust pipe 26. Inasmuch asthe cylinders and their steam chests are carriedby the relatively movable front frame, and inasmuch'as the exhaust must discharge into the front of the boiler structure, thesaid exhaust pipe 26 is provided with flexible ball joints at 27 andv28, and is also pro vided with a telescopic connectionor slip' joint at 29. Each] of the front. cylinder 19, 19 is provided with the usual piston rod 30 and cross.

head 31. The cross-head 31 travels along the guide 32, which is supported by means of the transverse supporting vmember 33 carried by the frame 1. A connecting rod 34 extends from the cross-head to acrank pin 35'on one 7 of the drive wheels, and when there are four drive wheels on each side, as shown, the crank pin will ordinarily be on the third wheel from the front. i The usual links 36 V are provided for connecting the several drive wheels.

With a three cylinder locomotivethe crank.

pin 35 for the other'side'of the loco ti e will b'e angularly spaced through 120 from the crank pin 35. V r

Each of the valve chests 20 is provided with a valve rod 37, and asuitable valve gear I is provided for operating and controlling this rod to'thus operate and control the valve. I do not limit myself to the use of any particulartype of valve gear for this purpose, as there are a numberof valve gears which are well known and which are satisfactory. However, in order thatmy invention may be clearly understood, 1 haveshown and will describe a valve gear of thelValschaert type.

As illustrated, there is a lap-and-lead rod 38 which is pivotally connected tothe valve rod at 3.9. A cross-head link 40 pivotallyconnects 'the lower end of the lap-and-lead rod 38 with a lug 41 on the cross-head31. At a point above the pivotal connection 39, the rod 38 is pivotally connectedwith thefront end of a radius rod 42. Pivotally connected with therear end of a radius rod is a block'43 which is adapted to be adjusted'in a segmental slot in a reverse link 44. The reverse link is pivoted to the frame at 45, and at its lower end it is pivotally connected with an eccentric rod 46. This eccentric rod eX- tendsrearward to an eccentric crank arm 47 connected with one of the drlve wheels, in this case the dr1ve'wheel4. Extending transversely across the locomotive and mounted,-

in 'suitablefbearings on the front frame Tie a' reverse shaft 48 provided with a forward extending arm 49. A link 50 connects' the arm 49 with the radius rod 42 so that he positionofthe radius rod and of the block 43 with respect-tothe reverse link can be changed. The reverse shaft also carries an operating arm 51v which istconnected with a reach rod 52. y The reach rod is usually connected with a suitable power reverse mechanism (not shown) whereby the reverse jshaftcan be adjusted to changethepositions of the radius rods. It will be understood that the link mechanisnnwhich T have described, is duplicated on the opposite side of the locomotive, and that both radius rods are operated by the single reverse shaft. I,

From the foregoing description, itwill be apparent that the rod 38, when oscillated by the link 40, serves to reciprocate the valve rod 37. This motion,.however, is modified and controlled by the endwise motion which the radius rod'receives from the reverse link 44. When the radius rod is in its central or neu-. tra-l position, shown, it has no endwise motion. When the rod is raised or lowered,

tained, and thevarying eXtents and different directions of this motion serve to regulate the flow of steam to the cylinders 19, 19, and also serve to reverse the direction of travel of the locomotive. v i The third-cylinder 21 is providedwith piston rod 53 and a cross-head54 travelling on a cross-head guidei 85. The cross-head guide is inclincd in accordance with the inclination of the cylinder and valve chest. A connecting rod .56 extends from the crosshead 54, an d engages one of the axles which is provided with a suitable crank 57. As shown, the third axle 8 is the one which is cranked. The axes of the two crank pins and 35, and the az iis of the crank 57 are'unis formly spaced circumferentiallyso a teunt forinly apply the power of the three cylinders to the drive wheels: Yllhen the third axle from the front is-cranked, as shown it is usually necessary-to provide the second axle 'ZLWith an offset or crank 58 so as to provide clearance for theconnecting rod 56. i

The valve chest 22 for the third cylinder is provided withsa valve rod 59, and in accordance with i the 1' invention 1 provide an improvedandnovel valve gear for operating this valve rod 59. p The available space islimited, inasmuch as the axles"? and 8 are not varying amounts of end-wise motionsare ob available for operating the valve gear by reason of the fact that both of them are cranked. As a practical matter therefore, it is necessary to operate the valve gear from one of the other axles, preferably the first axle 6. I have found that the valve rod 59 can most satisfactorily be operated by a valve gear of the Stephenson type modified and adapted for the peculiar conditions incident to a three or five cylinder locomotive.

Mounted on the axle 6 at one side of the center are two eccentrics 60 and 61. These eccentrics are engaged by eccentric straps 62 and 63 which are connected respectively with eccentric rods 64 and 65. These rods are pivotally connected with a reverse link 66, having a segmental slot 67 therein. A block 68 is relatively movable in this slot 67, the block being pivotally connected with a radius rod 69. The rear end of the radius rod is suspended from the front frame 1 by means of a link 70, and the front end of the radius rod is directly pivoted to an oscillating lever 71.

For vertically adjusting the reverse link 66 there is provided a transverse reverse shaft 72, supported at one end by a bearing bracket 73 carried by the cross-head guide 55 and at the other end by a bearing bracket 74 carried by'the cross-head guide 82. The reverse shaft 72 is provided with a rearward extending arm 75 which is connected with the reverse link 66 by means of a link 76. The reverse shaft 72 is also provided with an arm 7 7 which is connected-by means of a link 78 with an arm 79 on the main reverse shaft 48.

The lever 71 is of peculiar construction and mounting, and has certain important advantages. The reverse link 66'and the radius rod 69 are necessarily located between the side members of the front frame 1; but the valve rod 59 to be operated is located at one side of the front frame as clearly indicated in Fig. 4. The motion of the radius rod must, therefore, be transmitted laterally from the verticalplane thereof to the vertical plane of the valve rod. Furthermore, on account of practical limitations the space immediately below the upper element of the side member of the front frame is required for other parts, such as an equalizing spring or an equalizing lever. The pivotal mounting for the lever 71 cannot, therefore, be mounted below the said top member. To attempt to locate the pivotal mounting entirely above the said top member would not give-the proper proportion of leverage between the upper and lower parts of the lever. To avoid such difliculties I have so constructed the lever and its mounting that the pivotal axis extends directly through the said top member of the frame, the lever having its lower arm 71 located at the inside of the frame member and its upper arm 71 located at the outside of the frame member. These two arms 71 and 71 are connected respectively with the radiusrod-69and with the valve rod59.- .1 Y 7 For supporting the rocklever 'T 1', there is provided a bearing bracket 80 which is sup ported in part on the main frame, and in part on the transverse guide support 33, as clearly shown in Figs 5, 6 and 7. It will be noted that the bracket has a forward extending lug 81 which partly surrounds the top element of the frame member, and is provided at its sides with aligned inward tapering openings. The bearing bracket 81 is also provided with lugs-82 and 83 located on opposite sides of the lug 81, and spaced therefrom. These lugs have apertures registering with the beforementioned apertures in the lug 81. The rock lever 71 is formed to embrace the lug 81, and the opposite parts thereof fit between the outer sides of the said lug 81 and the inner sides of the said lugs 82 and 83. Bearing pins 84 and 85 fit the beforementioned apertures in the lugs 81, 82 and 83, and extend through suitable bearing apertures in the sides of the rock lever 71. These pins 84 and 85 are tapered at their inner ends to fit the tapered apertures in the lug 81, and preferably a draw bolt 86 extends through central holes in the two bearing pins and also through a hole in the top element of the frame member. This draw bolt is provided with a nut by means of which the draw bolt serves to force the two bearing pins toward each other, and. into the tapered apertures in the lug 81. Thus thetwo pins 84 and 85 are held firmlv in place and provide a rigid bearing support for the rock lever. The pivotal axis extends through the top element of the frame mem ber, but any weakening of the said top member is avoided.

"The bearing bracket 80 may also have other functions. As shown, it is provided with a bearing pin 87 which may serve to support a brake hanger (not shown).

' From the foregoing description, it will be seen that the reverse link 66 is operated by the eccentric rods 64 and in the usual way. The radius rod 69 is given the usual longitudinal movement. which is transmitted to the valve rod 59 by means of the rock lever 71. This motion is modified and controlled in the usual way by raising and lowering the link, this raising and lowering being effected by means of the rock or reverse shaft 72 and the parts associated therewith. It is to be particularly noted that the reverse shaft 72 is operated from the main reverse shaft 48 so that the reverse links for all three of the valve gears are moved in unison. In this Way the single reach rod 52 serves to operate and control the valve gears for all three cylinders.

In Figs. 8 and 9 I have shown an alternate embodiment of the invention, wherein the Stephenson valve gear is actuated by the axle 9 at the rear of the cranked axle 8". Mounted on the said axle 9 at one side of the center thereof are two eccentrics 88 and 89. These eccentrics are engaged by eccentric straps 90 and 91 which are connectedwith- eccentric rods 92 and 93. These rods are pivotally' connected with a reverse link 94, having a segmental slot 95 therein. A block 96 is relatively movable in this slot 95 and the block is carried by the lower end of a rock lever 97,

which is the sameas or similar to the rock lever 71.

i For vertically-adjusting the reverse link 94 thereis provided a'transverserock shaft 98 connected by means of an arm 99 and a link 100 with the main reverse shaft .101. The rock shaft 98 is provided with a forward extending arm 102 which is connected with the reverse link 94 by means of a link 103. .The link 94 is thus connected to be adjusted simultaneously with the adjustment of the valve gears for the outside cylinders.

The construction and mounting of the rock lever 97 are substantially the same as for therock lever 71 and repetition of the description is unnecessary. The lever has a lower inner arm 97 which carries the block 96'and an upper outer arm 97* which is con- "nected with the valve rod 59 for thethird cylinder. *1 have shown a series of links 104 interposed-between the lever arm'97 and the valve rod, but I do not limit myself'to the construction shown. I

WVhat I claim is: 1. The combination ina valve mechanism for a locomotive of side frames, a valve, a Valve gear of the Stephenson type for operatingthe valve, the mechanism of the gear being located between the frames, a rocking lever for the'gear; a bearing bracket for the lever havin a lug engaging both sides of the top element of a side frame; and two opposed bearing pins for the lever extending into apertures inthe side lug of the frame.

2. The combination in a valve mechanism at the opposite sides for a three cylinder locomotive, of side frames; a valve gear mounted between the 7 frames for'operating the valveof the central cylinder; a bracket having a pair of lugs extending on each side of one of said frames; at rock shaft having. two arms extending on each side of said side frame and between the lugs; bearing pins carried by the lugs,

each pin Xtending through an arm of the lever; and a draw bolt extending through both pins and through a hole in the frame.

SAMUEL M. VAUCLAIN.

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