US208213A - Improvement in dummy-engines - Google Patents

Description

3 Sheets-Sheet 1.

J. P.Y THOMAS. Dummy-Engine.

Patented Sept. 17, 18778.v

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DumIrly-Eng'ne.y No. 208,213. I Patented Sept. `17, 1878.

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UNITED STATES PATENT OEEIoE.

JOHN F. THOMAS, OF ILION, NEW YORK.

IMPROVEMENT IN DUIVIIVIYENGINES.`

Specification forming part of Letters Patent No. 208,213, dated September 1,7', 1878; application tiled June 14, 1878.

To all whom it may concern:

Be it known that I, JOHN F. THOMAS, of Ilion. in the count-y of Herkimer and State of New York, have invented certain Improvements in Dummy-Engines, of which the following is a specilication:

My invention relates to a self-propelling engine intended more especially for the purpose of drawing street-cars, and similar uses.

The invention consists in the construction of the frame and the application and arrangement of the boiler, the construction and ar' rangement ot' the steam-valves, the construction of the link-motion, and in other details hereinafter described.

Figure 1 represents a top-plan view of my engine and car 5 Fig. 2, a vertical longitudinal section of the same on the line a: w,- Fig. 3, a section on the line z z; Fig. 4, a section on the line y y; Fig. 5, a plan view, showing the ports of the two cylinders; Fig. 6, a section of the throttle-valve; Fig. 7, a section of the condenser and feed-water heater on the line y y of Fig. l 5 Figs. 8 and 9, sectional views of the auxiliary slide-valves; Fig. l0, a rearend elevation of my engine and car; Fig. l1, a vertical central section of the feed-pump 011 the line m of Fig. l.

Hitherto it has been customary to construct the body or car of dummy-engines with a frame composed of timber or timber and metal, and provided with braces and with a floor or platform, all modes of construction heretofore in use producing heavy and expensive cars, and rendering the application of the various parts of the machinery thereto a troublesome and expensive matter.

The object of the rst feature of my invention is to produce a car-truck of less weight and cost than those hitherto employed, and which shall at the same time permit the ready and secure attachment of the mechanism; and to this end it consists in a frame and platform cast complete in one piece, with standar ds to receive the axle-bearings, and with strengthening ribs and braces adapted to receive the various parts of the machinery.

In constructing my motor I provide a baseframe or platform, A, cast complete in one piece of iron, with strengthening and stiftening ribs aon its under side at the outer edge,

and also with transverse stifening-ribs c, and with depending hangers b, as shown in Fig. 3, to receive and hold axle-boxes, which, in turn, receive the ends of axles provided with wheels B, four of which are arranged beneath the platform or bed to sustain the same.

At a suitable point in the platform A. near the center, I form an opening of suitable size to receive the lower end of an upright boiler, D, and around said opening form a depending liange, d. The base of the boiler, being inserted through the opening from above, is secured in place by means of rivets or bolts e passed through its lower edge and through the iiange d, as shown in Fig. 2. This arrangement serves to secure the boiler irmly in position at a very tritling cost and without subjecting it to any strain whatever.

By the side of the boiler D, I mount an upright cylindrical body, E, serving as a condenser and feed-water heater. As shown in Fig. 7, the body E is closed at top and bottom and mounted upon sustaining-legs, so that it is exposed to the air on all sides. The exhaust-steam from the engine is discharged into the body E by a pipe, F, and the condensed portion, if any, escapes through the pipe Gr into the stack ot' the boiler to assist in producing a draft therein.' The feed-water is conveyed through the pipe G', which is passed into the base of the bodyE and coiled around therein, as shown in Fig. 7, and thence passed to the boiler. The feed-pipe, being subjected to theaction of the exhaust-steam within the body E, is heated thereby, and the feed-water consequently delivered to the boiler at an elevated temperature.- The exhaust-steam, in consequence of the action of the cold airupon the exterior of the body E, and of the passage of the cold water throughl the coiled Apipe within the same, is almost wholly condensed within the body, little or no steam escaping through the pipe Gr. The body E serves not only as a condenser, but` also as a muftlingdrum to deaden the sound of the discharge of the steam, the instantaneous expansion of the steam as it enters the bodyE avoiding almost wholly the production of the usual report or noise caused when the steam is Vdischarged into the air or directly into the stack of the boiler.

2 acacia At its lower end the condenser E will be provided with a discharge-pipe to conduct the water resulting from the condensation of the steam down through the platform. or to any other required point. On the platform of the truck, side by side, I mount two horizontal cylinders, H I, as shown in Figs. l and l0, the

, former being a high-pressure and the latter a low-pressure cylinder.

The cylinders are provided, as usual, with pistons and piston-rods connected to crosslieads, which will be connected in turn, by pitinen, to a crank-shaft, K, mounted transversely on the opposite end of the platform, the manner of constructing cylinders and pistons and connecting the same with the crank-shaft forming no part ot' my invention, any ordinary mode of construction being adopted in this respect.

The arrangement of parts is such that, as in ordinary compound engines, the steam is worked at a high pressure in the cylinder H and then at a low pressure in the cylinder I, after which it is exhausted into the condenser, provision being made, however, for using steam at a high pressure in the cylinder I in the event of an unusual amount of power being required. The construction of the valves and ports by which vthe admission of steam to the cylinder is controlled forms one feature of my invention.

The cylinders H I are provided, as usual, with the steam or valve chest on top. The cylinder I is provided with inlet-portsf and exhaust-ports g, opening from the valve-chest into thecylinder in the saine manner as those of the ordinary high-pressure engines in common use, an ordinary slide-valve being used in connection with said ports to control the passage of the steam to and from the cylinder I. As shown in Fig. 5, the two exhaust-ports g communicate with the exhaust-pipe F leading to the condenser. The cylinder H is provided with two sets or pairs of ports, h and i', which are arranged in the same manner as those of the cylinder I, and the passage of the steam through them is controlled by a slide-valve of ordinary form, the movement of the valve permitting the steam to enter the ends of the cylinder through the ports h, and to escape through the ports i' at the opposite ends alternately. Between the ordinary ports of the two cylinders, in the chest of the highpressure cylinder H, I introduce an intermediate set ot' ports and special slide-valve, the purpose of which is to control the admission of steam to the low-pressure cylinder and cause the delivery thereto of high-pressure steam, or of the low-pressure steam from the iirst cylinder, as may be required. 'Ihis valve and its ports I will now describe in detail.

rlhe eXhaust-ports communicate by passages or openings with two ports, j, which communicate with each other by an interinediate passage, so that the exhaust-steam from the cylinderH is tinally delivered through the ports j.

By the side ot the respective ports j there are two ports, Za Z, the former communicating with the exhaust-pipe F and the latter with the steam chest or chamber of the cylinder I, forming a passage through which the live steam from the boiler or the exhaust-steam from the cylinder H, as the case may be, will be delivered from the chest of the cylinder H into that of the cylinder I. Over the ports j k Z, I place an ordinary slide-valve, N, having cavities or recesses in its two ends, and so arranged that when moved in one direction it will form a communication between the ports j Zc on the one side and cut-0E communication to the ports j and Zon the opposite side, as shown in Fig. 8, and that when moved in the opposite direction it will establish communication between the port-s j and Z and cut ofi' communication between the ports j Zr, leaving the port Z open and exposed, as shown in Fig. 9, so that steam may pass from the chest ot' the cylinder H through said port Zinto the chest of the cylinder I.

A hand-crank or spindle, Q, inserted through the top otl the chest of the cylinder H, engages with the slide-valve N, and serves as a means by which it may be moved when required. The live steam from the boiler is conducted through the pipe O into the chest of the highpressure cylinder H, as shown in Figs. l, 5, 8, and 9, the iiow ot' the steam being controlled by means of a throttle-valve, I, which will be hereinafter fully described.

lVhen the valve N stands in its right-hand position, as represented in Figs. l and S, the live steam is delivered into the chest ot cylinder H, and, by mea-ns of the slide-valve N, caused to ilow into and out of the two ends of the eylinderH alternately. The steam escaping through the ports i', and thence to the port-s jj, is conducted by the valve N into the port Z, through which it passes into the chest of the cylinder I, from which it is delivered by the slide-valve L into and out of the two ends of the cylinder I alternately. Escapin g from the exhaust-ports g of the cylinder I, the steam passes into the exhaust-pipe F, and thence to the condenser.

It will be observed that under the above adjustment the steam is employed in the two cylinders successively, as in the ordinary coinpound engine, being worked at a high pressure in the rst cylinder, and then expansivel y at a low pressure in the second cylinder.

When it is desired to use the steam at a high pressure in both cylinders, the Valve N is simply moved to the left, as represented in Fig. 9, whereupon it will be seen the live steam is admitted not only to the chest of cylinder H, but also, through the port Z, directly into the chest of cylinder I, so that, by means ot' the slide-va-lves L M, the high-pressure steam is admitted directly to both cylinders, the eX- haust-steain from cylinder H being discharged through the ports /Z and the ports j j to the communicating passage, and thence through the left-hand end of valve N into the port Zt',

whence it finally escapes into the pipe F, the exh aust-steam from cylinder I meantime passing out through the ports g, and thence to the pipe F.

The movements of the valves L M may be eifected by eccentrics and connecting-rods or any other ordinary mechanism, such as commonly used for operating slide-valves.

For the purpose of arresting the motion of the car, I propose to employ any ordinary form of steam-brake in which a cylinder and piston are used.

The brake-cylinder I locate below the platform, as shown at It, Figs. 2 and 10, and connect the same by a pipe, m, with the throttlevalve P on the main steam pipe, as shown in Figs. l and 2. In order that the throttlevalve may control the flow of steam to and from the brake cylinder as well as to the engine-cylinder, it is constructed in a peculiar manner, Aas represented in Fig. 6, and connected by a pipe, n, with the exhaust-pipe F.

As shown in Fig. 6, the valve-body has a large cylindrical interior, into which the pipes m n open on one side, while the two sections of the main steam-pipe open in its top and bottom. The valve-plug, which extends through and has a rotary vibration in the interior of the valve body, has a portion of its surface curved in the arc of a circle and fitted closely against the wall of the chamber, while on one side it is liattened, as shown at o. The plug is also cut away on one side in order to leave a large passage through which the steam may pass from the upper to the lower portion or section of the main steam-pipe. When the valve is adjusted in the position shown in Fig. 6, the flow of the steam through the main pipe to the engine is entirely stopped and communication established between the two pipes m u, so that the steam may be exhausted from the brakecylinder through the pipe m, and thence through the pipe n, into the exhaustpipe F, to the condenser. It is to be noted that when the valve is in this position there is no communication between the pipe m and -the live steam pipe O. By giving the valve a proper rotary motion steam may be admitted to the engine alone, or through the pipe m and the brake-cylinder alone, communication in the latter case being cut off between the pipes m n.

It will thus be seen that the one valve serves the threefold purpose of controlling the admission of the live steam to the engine-cylinders, of controlling the admission of steam to the brake-cylinder, and of controlling the discharge of steam from the brake-cylinder.

In order to insure a tight t of the valveplug, it is mounted loosely upon a cent-ral operating stem or spindle, and a spring interposed between the two inorder to force the plug outward snugly against the interior of the valve-body.

For the purpose of delivering the feed water to the heater and boiler, I locate on the outside of the platform a feed-pump, S, the

pump being of the common directacting plunger pattern. `The valves ofthe pump, however,

instead of beingl arranged as usual, are con-v structed as represented in Fig. l1,in which ligure p represents the plunger, q the inlet and r the outlet ports, s a check-valve located `within the stem of the ,upper valve, as represented in the drawing. By this arrangement of the valves, the stem of one seated in that of the other, the cost of construction is reduced to aminimum, the pump simplified, and a clear unobstructed passage-way for the water permitted.

For the purpose of operating the slide-valves L M of the cylinders H I, I employ, as usual, eccentrics arranged upon a main crank-shaft, and arranged to transmit motion through eccentric-rods to rock-shafts, and thence to the valves; and for the purpose of reversing the motion of the engine I introduce between the eccentric-rods and the rock-shaft the link-motions described below.

T represents a rock-shaft, provided with an arm, a', connected to the valve-stem b' of valve M, and U represents a second rock-shaft, of tubular form, mounted upon and around one end of the rock-shaft T, and provided with an arm, c', to which the valve-stem of the slidevalve L will be connected. The shaft U has at one end a depending crank-arm, d', on which there is pivoted at its middle a bar, e', curved in the arc of a circle and made of a dovetailcd form in cross-section, on which bar there is mounted a sliding block, f', the ends of which are connected to rods g and h', the opposite ends of which latter are provided with yokes mounted on eceentrics on the main shaft lof the engine. The eccentrics are set diametrically opposite to each other, so that by moving the block f up and down one or the other of the eccentrics may be brought into play, as required, the operation being similar to that of the ordinary link-motion. The shaft T is curved upward over the link of shaft U and downward on the outside, where it is provided with a crank-arm provided with a link and eccentric connections similar to those above described.

For the purpose of operating the two links,

a transverse rock-shaft, W, is mounted on the platform, and provided at its outer end with an operating-lever, fi', and also provided with two arms, 7a', united by a pivoted connection, l', to the link blocks or slides f', as shown in Figs. 2 and 4. The slides or blocks f of the links are provided with adjustable gibs and set-sere vs for forcing the same inward against the arms e as the parts wear away.

By constructing the link of the sliding curved bar e of a dovetailed form, and combining therewith the sliding block f', with its adjustable gib,I produce a link-motion which is exceedingly strong and durable, which costs far less to construct than the ordinary slotted links, and which can be readily kept tight and close in the joints.

The cross-heads of the two piston-rods are mounted, as shown in Figs. l and 2, upon round guides X, seated at one end in sockets on the cylinder-heads and at the opposite ends in standards or brackets on the plat-form, the rods being held in place by set-screws, which admit of their being loosened and rotated to present a new surface as they wear away.

Motion is transmitted from the engine to the wheels by mea-ns of a sprocket-wheel, n', and a chain, 0', extending therefrom to a corresponding' wheel on one of the main axles.

Ido not claim, broadly, the idea of making' an engine-frame of metal, as I am aware that skeleton frames ot` cast metal, generally, if not always, made in sections and bolted together, have been used for marine engines, and also that locomotive-frames have been made of wrought metal in many pieces, but 1 am not aware of any frame in the least resembling mine, or of any fra-me adapted for the same use, having been made of metal.

Hitherto dummy-engine frames have been composed of heavy wooden or metal skeletons, made ot' many pieces, fastened together and strengthened by girders, struts, and braces. To the frame or skeleton thus constructed the platform of wood or sheet metal, the hangers, the boilersupports, and other parts were attached. This mode of construction, requiring as it does the manufacture and fitting together of many parts and pieces, rendered the cost very great, and gave to the engine an excessive weight, and in practice much difficulty was experienced from the tendency of the parts to become loose and shaky. Now, by my method of construction, making the platform or bed itself constitute the main frame and giving it the required strength and stiffness by casting the ribs and ilanges thereon, I am enabled to produce a frame which is materially lighter and far cheaper, and which is practically indestructible.

Having thus described my invention, what I claim is- 1. The herein-described frame for a dummyengine, consisting of the bed or platform and strengthening ribs or flanges thereon, the whole cast complete in one piece, in substantially the form shown and described.

2. The herein described dummy engine frame, consisting of the bed 0r platform, the strengthening ribs or flanges, and the hangers, the whole cast in one piece, as shown.

3. The combination, in a dummy-engine, of the castmetal frame, constructed substantially as described, having a flan ged opening therein, and a vertical steam-boiler applied to said opening and secured by rivets or bolts, substantially as shown.

4. In a compound engine, the combination of two cylinders, H I, provided with ports and' slide-valves of ordinary construction, in combination with a port extending through the steam chest of one cylinder to that of the other, and a movable valve, N, substantially such as shown, whereby live or dead steam may be delivered to the second cylinder at will.

5. The cylinder I, having the ports g and valve L, and the cylinder H, having ports h and valve M, in combination with the ports j j, k, and Z and the valve N, as shown.

6. In a dummy-engine, the combination of the engine-cylinders, the brake cylinder, the pipes for conveying the steam to both the engine and brake cylinders, and the throttlevalve I), constructed substantially as shown, adapted to control the admission of steam to the engine-cylinders, and also to discharge the steam into and from the brake-cylinder.

7. In a compound engine, the combination of a valve-operating shaft, T, for one cylinder with a second valve-operating shaft, U, for the other cylinder, the latter made tubular and mounted around the former, as shown.

JOHN F. THOMAS.

litnesses:

FRANK N. QUAIFE, H. H. BENEDIGT.

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