US1821532A - Steam engine - Google Patents

Description

Sept. 1, 1931. J n-Us 1,821,532

STEAM ENGINE Filed Aug. 22, 1927 3 Sheets-Sheet l N NTOR 02 AZ! a7 2 ATTORNEYS Sept-1, 1931. H. J. 'rrrus s rsu ENGINE Filed Aug. 22, 1927 3 Sheets-Sheet 2 H. J. TITUS STEAM ENGINE Filed Aug. 22, 1927 Sept. 1, 1931.

3 Sheets-Sheet 3- INVE TOR a BY 1 j ATTORNEYS Patented Sept. 1, 1931 UNITED STATES PATENT OFFICE HUBERT J. TITUS, OF PATERSON, NEW JERSEY, ASSIGNOR TO FRANKLIN RAILWAY SUPPLY COMPANY, OF NEW YORK, N. Y., A CORPORATION OF DELAWARE STEAM ENGINE Application filed August 22, 1927. Serial No. 214,486.

This invention relates to steam enginesespecially reciprocating enginesand to the means for starting them. The invention is particularly applicable to limited cutofl:' locomotives and it will be described as so ap-' plied.

The cut-oti' may be limited to a certain extent say to about 70% maximum in full gear without resorting to means for giving increased power at starting, but at maximum cut-offs of less than 70%, such means should be employed. An auxiliary port arrangement for admitting steam to the cylinder has been proposed for this purpose.

The starting arrangement, in general, should, among other things, preferably be one in which there is neither preadmission of steam while the piston is still on compression. as this would produce a negative turning movement working against the opposite cylinder of the locomotive, nor wastage of live steam to the exhaust; and in which the admission port is sufiiciently large to secure eflective starting effort. The arrangement should also be simple and capable of application to standard engine construction, with little, if any, change. i

A starting arrangement for obtaining these and other advantages is fully described in copending application of Titus and Wallis,

Serial No. 209.212. filed July 29, 1927.

It is one of the primary objects of the present invention to obtain such advantages in an improved manner. I

Another object of the invention is to take more effective advantage of standard features of engine construction.

A further object is to make it possible to clean the porting with ease and=without the necessity of disturbing the engine parts.

Still another object is to provide a starting means which can be availed of to more effectively supply lubricant to the cylinders when drifting. j

How the foregoing, together ,with Such other objects and advantages as may hereinafter appear are obtained. will be clear from the following description considered in conncction with the accompanying drawings,

which illustrate a preferred embodiment of the invention, and in which- Fig. 1 is a vertical longitudinal section through a typical locomotive valve chest and cylinder casting with the piston just starting a stroke to the right.

Fig. 2 is a similar view illustrating cut-off of the main port at approximately 40% of the piston stroke.

Fig. 3 is a similar view with the piston and valve farther advanced in the stroke, the auxiliary port being cut off at 70% of the stroke.

Fig. 4 is a similar view showing the valve in a position in which it has just closed the exhaust port, that is to say, the piston is at the point of compression.

Fig. 5 is a similar view showing the valve on line with the auxiliary port on the right just ready to pass steam through the auxiliary steam supply passage, which passage. however, is controlled by the piston which is still on compression.

Fig. 6 is a section taken on the line 6-6 of'Fig. 4 to better illustrate the portin and passage arrangement for starting, and

Figs. 7 and 8 are partial views illustrating a modification, Fig. 8 being taken as indigated by the line 88 in Fig. 7.

Referring now to the drawings, it will be seen that I have illustrated a typical con struction of locomotive valve chest 7, cylinder 8 and piston 9, the piston being enlarged at the bottom, as indicated at 9a. The valve chest is rovided with the usual liners or bushings Ea. Steam enters the valve chest at 10 and can enter one end or the other of a cylinder through the main ports or passages 11, subject, of course, to the control of the piston valve 12 which has the enlar ed ends 13 for controlling the passages 11. Xhaust takes place at the ends 14 of the valve chest. The bushings 7 a are'provided with the usual ports 11a communicating with the passages -11.

With the piston just starting a stroke to the right, as shown in Fig. 1, the left hand ports 11a are admitting steam to the left hand end of the cylinder. and the right hand ports 11a are open to exhaust.

. In this position live steam can enter the left sages 11. At the bottom of the cylinder well there are similar-chambers 16 which communicate with the interior of the c linder through the slots 16a formed in the ottom.

of the bushings 8a of the cylinders. A pipe 17 connects each chamber with a chamber 16, and by. means of the connections 17 a and 176' it is possible to remove this connection.

-The chambers 15 and 16 and the connecting pipes constitute auxiliary steam passages'for which the slots 15a are the intake ports and the slots 16a the delivery ports. The slots 15a and 160 have their greatest dimension transversely of the valve chest and the cylinder, respectively, and they are ofsubstantial area whereby steam may be delivered to the J cylinder in quantities sufiicient to make the arrangement efi'ective for starting. r

I As the piston continues to move toward the right, the valve also will move to the right as shown in Fig. 2. covering the left hand ports 11a, the cut-off being, as shown, at substantially of the piston stroke.

hand port 15a and will flow through the respective chamber 15, pipe 17 chamber 16,

and port 16a into the cylinder, iving the necessary power for starting, should the locomotive have stopped in this position.

The stroke then continuesas illustrated in Fig. 3, where the piston is shown at approximately 70% of its stroke, at which time the lefthand ports 11a are closed, as are the ports 15a, the right hand ports 11a being still open to exhaust. Preadmission and wastage ca-nnot occur. I p

In Fig. 4 the valve has just closed the right hand .ports 11a, i. e., the piston and valve are at the point of compression. Both the auxiliary ports 15a are covered by the valve and the left hand ports 11a are covered.

As the piston continues on the compression ortion of the stroke, the left hand ports 11a egin to open to exhaust when the valveis almost on line withthe right hand auxiliary .port 15a, just about, ready to uncover the same to steam, as shown in Fig. 5. In the position shown in Fig. 5, the right hand ports 11a and 1511 are still'closed and the left hand port 15a is still covered. Preadmission and wastage cannot occur,

On the final portion of the stroke theright hand port 15a is uncovered, but the corresponding right hand port ltia is still covered bythe wide lower portion of the'piston and will remain so covered when the piston is at the end of its stroke, and the left hand port wrongjdirection and. can bestarted any position of the reverse lever.

By locating the ports 16a in the bottom of the cylinders, these ports are effectively coveredby the piston. Advantage is taken of the fact that the piston rests on the cylinder at the bottom, and, thus, when the piston is covering either one of the ports, the weight of thepiston is availed of for securing effective closure. Similarly, the location of the ports 16a in the bottom takes advantage of the fact that the pistons are usually made of extra width at the bottom, in consequence of which the ports are closed for a'longer interval of time, making it possible to apply the auxiliary starting ports for'very short maximum limited cutoffs without danger of either preadmission or wastage of steam. In fact, the disposition of parts as shown will take care of a wide variation in range of maximum limited cut-ofl's. The particular cut-off illustrated is merely typical.

The location of the orts 15a at the side also minimizes the ten ency to fouling and the provision of the chambers 15 and 16 makes it very easy to clean the ports 15a and theports 16a, to which end I provide cleanout plugs 18 and 19 for the chambers '15 and 16. It will be obvious that by this arrangement it is possible to clean the ports without disturbing any of the engine parts.

With the provision of what is, in efl'ect, an outside auxiliary steam assage, I can very readily connect the oil line to the pipe 17, in consequence of which oil will be fed to the cylinders for a longer period of time when drifting. This may be done as roughly indicatedin Fig. 6 at 20.

Itwill be seen that the use of the cavities 15 and 16 not only makes it possible to clean In this connection it will be seen that were' a simple hole to be drilled through the wall of either the valve chest or the cylinder, it

would be practically impossible to line up.

such hole with the corresponding passage through the valve chest bushing or the cylinder bushing when arebushing operation becomes necessary. Furthermore, the cavities 15 and 16 may be formed in the valve chest or cylinder bodies as shown in Figs. 1 to 6, or they may be formed as. recesses or cavitie s-15"; and 16in the valve chest or cylinder bushings 7a and 8a, as illustrated in Figs. 7

and 8. In this event, it would be necessary simply to tap- openings 20 and 21 in the valve chest and cylinder walls into which T fittings 22 and 23 could be screwed having removable clean-out plugs 24 and 25. The pipe 17 with its connections 17a and 17 b would be coupled to the other outlets 26 and 27 of the Ts.

I claim 1. In a steam engine, the combination of acylinder, a piston therein resting on the bottom. a valve chamber, a valve, main port connections between chamber and cylinder, and auxiliary ports of later cut off leading from the chamber to approximately the bottom of the cylinder and governed jointly by the valve and the piston.

2. In a steam engine, the combination of a cylinder, a piston therein resting on the bottom, a valve chamber, a valve, main port connections between chamber and cylinder, and auxiliary ports of later cut off leading from the chamber from a point in a side portion of the wall of the chamber to approximately the bottom of the cylinder, and gov- 5 erned jointly by the valve and the piston.

13. In a steam engine, the combination of a cylinder, a piston having a widened bottom portion resting on the cylinder, a valve chamber, a valve, main port connections between chamber and cylinder, and an auxiliary port connection of later cut oil leading from the chamber to the c linder at a point in the ath of movement 0 the widened portion 0 the piston. In testimony whereof I have hereunto signed my name.

HUBERT J. TITU S.

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