US296129A - ktjhn - Google Patents

Description

A3 smartssheen 2.

(No Model.)

.BpBU'ss au 11. 11111111.

LOUDMQTIVE.

110. 296,129. Patented Apr. 1,1884.

l UNITED STATES PATENT OEETCE,

EDWARD BUSS, OFST. GALLEN, AND RUDOLF KHN, OF RORSOHACH SWITZERLAND.

LOGOlVlOTIVE.

SPECIFICATION forming part of Letters Patent No. 296,129, dated April 1, 184.

Application led October 8', 1883. (No model.) Patented in France January 8, lEcS.

.To all whom, it may concern,.- p

Be 1t known that we, EDWARD BUss, engineer, a citizen of the Republic of Switzerland,

` Switzerland, have invented Improvements in Locomotives, of which the following is a specii cation.

,f` l y equal in all positions ofthe crank. -The dis- Our invention, relating to steam-engines, is shown embodied in a locolnotive, and has for `its object to eradicate the disturbing forces and vibration resulting from the momentum ofthe reciprocating parts, thus making the pressure on the driving-wheels substantially turbing forces arising from the momentum of the actuating parts ofthe engine produce two `different kinds oi' movement in 'the body of the locomotive, one an oscillating movement about a vertical axisthrough the center of gravity, the number of oscillations being the same as the number of revolutions of the driving-wheels, and the second disturbi-ng 1nove ment being a reciprocating movement of the entire body of the locomotive caused by the i momentum of the'reciprocating parts of `the y duced by the revolving parts of the engine can be neutralized by counter-weights on the driv ing-wheels of proper amount and in proper position to balance the revolving parts-fviz.,

i the crank-pins, parallel rod, and a portion of the connecting-rod adjacent to the crank-pin. It', however7 the revolvingv counter-weight is t made of'suficient weight'to counterbalance also the weight ofthe reciprocating parts, the forces actingon the wheel will vary in the 1 different positions ofthe crank, thus producing an unbalanced centrifugal force on the engine.

The present invention consists in the combination of the actuating parts of a reciprocating engine with a reciprocating counter weight and connecting mechanism betweenit and the reciprocating parts of the engine,

whereby the Vsaid counter-weight is caused to y move in an opposite direction to the said reciprocating parts, and with substantially the same relative velocity in the different parts of its movement, and the invention also consists in details of construction of the connecting mechanism by which the counter-weights are actuated. y Figure l is a side elevation of a portion of a locomotive embodying this invention. the driv-` ing-wheel being shown at aboutthehalfstroke, while the reciprocating parts are shown at about the end 'of the stroke; Fig. 2, an end elevation of the reciprocating parts and their counter-weight; Fig. 3, aplan View of the said parts shown in Fig. 2, Figs. 4 and 5, side and end elevation of a modification, ,and Figs. 6 and 7 similar views of another modification.

The locomotive, a portion only of which is shown, may be of any suitable or usual construction, the driving-wheel a being provided with a counterwveight, I), of sufficient amount to balance the crank-pin and that portion of the parallel rod c and connecting-rod d that is this instance as connected withand guided by levers f, pivoted upon pins f connected with the ends of supporting-levers g, themselves pivoted at g to a yoke or frame, h h', secured by a bracket, i, upon the frame 7c of the locomotive. The axis g of the lever g intersects the axis of the cylinder'and piston-rod of the The ends f2 of the levers f are pivoted in blocks that are free to slide in vertical guides h2 in the frame h h-, and the arms ofthe levers f and of the levers g being all equal, they constitutea parallel-motion device by which the piston-rod eis guided in a straight `line and the vertical thrust of the connectingg are connected with levers m, having one end pivoted inblocks n, sliding in vertical guides h3 in the frame h hC The other ends of the said lever m sustain the counterbalancingweights o, which thus receive a parallel motion in the plane ofthe axis of the engine-cylinder and piston-rod, and in opposite direction to the said piston-rod, the velocity of the counter-weight being the same as that of the piston-rod in all parts of its movement.

It will be seen that the counter-weights and mechanism by which they are connected with the piston=rod and actuated are symmetrically arranged with relation to the axis of the engine-cylinder, so that the center of gravity of the said parts all travel in the said axis, and by making the counter -weights o equal in weight to the reciprocating parts-viz., the piston, piston-rod, and portion of the connected rod d adjacent thereto-the momentum of the said reciprocating parts will be perfectly balanced and will have no tendency to vibrate the body of the engine backward and forward, as is the case when no such counter-weights are used.

By the employment of the counter-weights b to balance the rotating parts of the locomotive and the counter-weights o to balance the reciprocating parts, it will be seen that scarcely any strain is received by the engine from the momentum of its moving parts.

It is obvious that the construction and arrangement of the parts by which the counterweights are connected with and actuated by the reciprocating parts of the engine may be greatly varied without departing from our invention, and the said connecting mechanism need not necessarily also constitute the guide for the piston-rod; but the usual guides and cross-head may be employed and counterweights connected therewith by any mechanism which will cause them to move in the opposite direction to and with a velocity proportional to that of the reciprocating part of the engine throughout its movement.

The modifications shown in Figs. 4 to 7, inclusive, represent the reciprocating counterbalance as applied to engines already in use with comparatively slight alteration in the said engines. In Figs. 4 and 5 the usual cross-head, p, has connected with it, at its opposite upper and under side, arms p p2,- connected by links r r2 with levers t t2, pivoted at either side of the cross-head guides, and supporting the counterweights o 02. It will beseen that in this construction the two counter-weights do not move in a straight path, but in an arc around the pivotal points of the levers t t2; but they will be always at equal distances from the axis of the piston-rod and cylinder, so that the center of gravity of the pair of weights will movein a direct line along the said axis in the opposite direction to the movement of the cross-head, as is desired. In the construction shown in Figs. 6 and 7 the cross-head p1 is connectedby links r with levers 151, pivoted upon bearingpedestals uwupon the cross-head, and connected with the weight-carrying levers t, the fulcrum of which is movable on ashort arm or link, 1513, pivoted on a bracket, u at the side of the boiler. The length of the lever-arms is such as to give the weights 010 a substantially-rectilinear movement in the plane of the axis of the engine-cylinder.

We claiml. The combination of the reciprocating parts'ot1 an engine with the counterbalancingweight and connecting mechanism between the said weight and reciprocating parts, whereby the weight is caused to movein the opposite direction to the said reciprocating parts, and with substantially the same relative velocity in the different parts of the movements, substantially as described.

2. The combination ofthe piston-rod ofa reciprocating engine with a'counter-weight and connecting-levers between the said rod and weight, constituting a parellel-motion device, whereby the said rod and weightareguidedin straight paths in opposite directions, and with the same relative velocity in the different parts of their movements, substantially as described.

3. rlhe combination of the piston-rod of an engine with levers connected at one end with the saidv rod, and having their other ends movable in guides'at right angles to the said rod, supporting-levers connected with the said levers at an intermediate point, and themselves pivoted at an intermediate point to the framework, and a third set of levers connected at an intermediate point with the supporting-levers, and having one end movable in guides and the other end provided with weights, substantially as described.

In testimony whereof We have signed our names to this specification in the presence of two subscribing witnesses.

i EDWlXRD BUSS. R. KUHN. Vitnesses:

FRIEDRICH STANDENMAYER, PAUL KRMLER.

IOO

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