US351921A

US351921A - johnson

Info

Publication number: US351921A
Authority: US
Publication date: 1886-11-02
Anticipated expiration: 1903-11-02

Description

(No Model.) N 6 Sheets-Sheet I.

I .w. B. & J. A. JOHNSON.

COMPOUND LOGOMOTIVE ENGINE. No. 351,921. Patented Nov., 2, 1886.

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6 Sheets-Sheet 5. W. B. & J. A. JOHNSON. COMPOUND LOOOMOTIVE ENGINE. No.- 351,921.

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No. 351,921.. Patented Nov 2, 18 86.

UNITED STATES PATENT OFFICE.

WILLIAM BURGESS JOHNSON AND JOHN ALFRED JOHNSON, OF YVI GAN,

- COUNTY OF LANCASTER, ENGLAND. X

COMPOUND LOCOMOTIVE-ENGINE.

SPECIFICATION forming part of Letters Patent No. 351,921, dated November 2, 1886.

Application filed January 15, 1886. Serial No. 189,802. (No model.)

To all whom it may concern.-

Be it known that we, WILLIAM BURGESS JOHNSON and JOHN ALFRED JOHNSON, both of Wigan, in the county of Lancaster, England, have invented certain new and useful Improvements in Locomotive-Engines, of which the following is a full, clear, and exact description.

Theobject of our invention is to provide a i new and improved compound locomotive-engine.

The invention consists of the combinations of parts, including their construction, substantially as hereinafter set forth, and pointed out in the claims.

Reference is to be had to the accompanying drawings, forming a part of this specification,

in which similar letters of reference indicate corresponding parts in all the figures.

Figure 1 is a side elevation of'a locomotive provided with our improvements. plan view of the same, partly in section, the boiler and some other parts being removed. Fig. 3 represents a modification showing our improvements applied on inside cylinders; Fig. 4' is a plan viewof the same, partly in section. Fig. 5represents am odification showing our improvements applied to alocomotiveengine having four cylinders abreast. Fig. 6

is a plan view of the same, partly in'section,

the boiler being removed.

The locomotive represented in Figs.'1 and 2 has coupled driving-wheels a, and is provided with four outside cylinders, of which the cylinders b and b are high-pressure cylinders and the cylinders c and c are low-pressure cyliriders. The cylinders are arranged tandem, and

with the pistons of each pair of cylinders b and c and b and 0, respectively, coupled by means of the outside crank-pins, f and f,the pistonrods d and d, and theconnecting-rods e and e, to the driving-wheels a and a. The highpressure valve g in the cylinder b and the lowpressure valve h in the cylinder 0 are each driven by one pair of eccentricsm and i, by

means of the reversing-link j, actuating the valve-rod k of the low-pressure valve. Each valverod k passes through a stuffing-box, m, at the front end of the steam-chest l or Z of the low-pressure cylinder 0 or c, and is coupled to the valve-rod k of the high-pressure valve 9,

Fig. 2 is a' working in the valve-chestn of the high-press ure cylinder b or b. Both sets of valves 9 lb of both pairs of cylinders are reversed and the expansion regulated by one reversing-shaft, j,

rant or screw reversing-gear in the cab of the i engine. The steam passes from the steam-pipe in the boiler through the Smokestack and branches off into the high-pressure cylinders b and b,which exhaust through the connectingpipe 0 (shown in dotted lines in Fig. 1) into the steam-chests land Z of the low-pressure cylinders c and c. The latter exhaust into a pipe, 19, and through an exhaust-nozzle into the smoke-stack q of the locomotive.

Figs. 3 and4 show our improvements attached to locomotives having inside cylinders and two pairs of driving-wheels coupledtogether. The valves 9 and h in the high and low pressure cylinders are actuated directly from the con-' meeting-rods e and e and the reversing of the engine is accomplished by means of the slotted links 1" r in the frames j, and operated bythe reversingrod j and the usual levers in the cab.

The arrangement of the cylinders b b and c c and the valves 9 and his the same as above described, with the exception that the steanr chests of both the high and low pressure cylinders are fixed above instead of at the inner sides -of said cylinders. The double steamchest n of the high-pressure cylinders b and b is fed directly from the boiler by a steampipe, 8, and the high-pressure cylinders b b exhaust separately, each into its respective exhaust-pipe t or t, along each side of the engine, into their respective chests Z Z of the lowpressure cylinders c c. The steam-chests Z Z of the low-pressure steam-cylinders c c communicate with one another through the passages w, placed at each side of the exhaust-pipe v, and the low-pressure cylinders c c exhaust through the exhaust-pipe c in the center-of the smokestack. These inside cylinder-engine valves can be worked by means of the link-motion, rocking-shaft, and levers in any suitable manner.

Figs. 5 and 6 show our improvements so arranged that the cylinders are placed abreast, the high-pressure cylinders b b being on the outside, and the two low-pressure cylinders being placed between them inside of the 1000- Having thus fully described our invention,

motive-frame. They may also be arranged to have either the high or the low pressure cylinders outside, or one high and onelow pressure cylinder alternately; but we prefer the arrangement shown, whereby the locomotive is better balanced. The cylinders 12 and b and c and c are arranged with their corresponding high and low pressure eylinder-pistons conneeted by the rods c c e to the cranks f, f f and fiwhich are placed at right angles to each other around the axle, so that there is one set of said cranks and their connections off the dead'center. Ihis arrangement equalizes the strain 011 the axle, and the engines practically balance each other when operating, thus causing the locomotive to run with great steadiness.

Each engine, as shown in Figs. and 6, is arranged so that the low-pressure cylinders c and ccoinmunicatc with one another through the passages at each side of the exhaustpipe v. The high-pressure cylinders I) Z) receive their steam from the ordinary steam-pipe in the smoke-stack by means of a branch pipe extending to each side of the engine through the passages :v w to the steam-chests n, and exhaust into the steam-chests lot" the low-pressure cylinders by side passages, which are not shown, and the low-pressure cylinders exhaust into the pipe 1), leading into the smoke-stack of the locomotive.

In all cases the steam-chest l of the low-pressure cylinder is fitted with the usual reliefvalves and heating-pipes i'or warming the engine before startin we claim asnew and desire to secure by Letters Patent- 1. The combination, in a locomotive-engine, of four cylinders, two on each side of the engine, the high-pressure cylinders being fed directl y from the boiler, each high'pressnre cylinder exhausting by its own separate exhaustpipe into the two steam-chests made common to the two low-pressure cylinders, the same being connected by a cross-pipe, the pistons both being on one rod, substantially as set forth.

2. The combination, in alocomolivc'cngine, of four cylinders, two high-pressure and two low-pressure, the high-pressure being fed directly from the boiler, each high-pressure cylinder having its separate exhaustpipe leading into steam-chests common to both the lowpressure cylinders, the valves being operated by a valve-gear or link-motion,with a link to each cylinder, the pistons being coupled to the cranks and wheels, substantially as and for the purpose set forth.

The foregoing specification of our improvements in compoundlocomotive-engines signed by us this 15th day of December, 1885 \VILLIAM BURGESS JOHNSON. JOHN ALFRED JOHNSON.

\Vitnesses:

H. B. BARLO\V, S. V. GILLETT, Both of 4 Mansfield Chambers, 17 St. A nnsSquarc,

Manchester.