US356562A - Exhaust mechanism for locomotives - Google Patents

Description

(No Model.)

1. F. WALLACE.

EXHAUST MECHANISM FOR LOCOMOTIVES. No. 356,562. Patented Jan. 25, 18 87.

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NlTE STATES PATENT Price.

IRA F. WALLACE, OF ALTOONA, WISCONSIN.

EXHAUST MECHANISM FOR LOCOMOTIVES.

EPECIFICATION forming part of Letters Patent No. 356,562, dated January 25, 1887.

Applicativn filed July 31, 1886. Serial No. 209,689. (No model.)

T0 all whom, it may concern.-v

Be it known that I, IRA F. VVALLAOE, of Altoona, in the county of Eau Claire and the State of Wisconsin, have invented a new and Improved Exhaust Mechanism for Locomotives, of which the'following is a full, clear, and exact description.

The object of my invention is to provide a new and improved exhaust mechanism for 10- comotives, which operates automatically and in accordance with the travel of the cylindervalves.

The invention consists of an exhaust-nozzle opening-into the smoke-stack, of doors hinged on the upper end of said nozzle, and of levers operating the said doors and connected with the reversing-shaft of the locomotive.

The invention also consists of various parts and details and combinations of the same, as will be fully described hereinafter, and then 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 l is a side elevation of the front part of a locomotive provided with my improvement, parts being in section and others broken out. Fig. 2 is an end view of the same, parts being removed. Fig. 3 is an enlarged end view of my improvement. Fig. 4 is a side elevation of the same, and Fig. 5 is a plan view of the same.

Thelocomotive A, of any approved construction, is provided in the front part of its boiler B with the nozzle or pipe 0, into which exhaust the cylinders D of the locomotive A. The nozzle 0 is provided on two opposite sides with the doors E and E, respectively, of which the doors E are pivoted at their outer ends to the nozzle 0, and are provided with lugs, through which passes a rod, F, connected by a link, F, with the arms G, secured to the shaft H, passing transversely through the boiler B, and having its bearings attached to the shell of the same.

' The link I connects the rod F of the doors E with the lower arm of the bell crank lever J, pivoted on the rod K, which also forms the pivot for the doors E, and has its hearings on the nozzle .0. The upper end of the bell-crank lever J is pivoted to the doors E by the rod L.

The shaft H projects to the outside of the boiler B, and is provided on this outer end with a crank arm, M, to which is attached an adjustable rod, N, connected with an arm, 0, secured to the reversing shaft P of the locomotive A. The reversing-shaft I? is of the usual construction, and is connected with the engine in the usual manner. The crank-arm M is provided with the apertures M, so as to permit of regulating the throw of the crankarm M according to the travel of the valves of the cylinders D. The connecting-rod N has a j oint-coupling, Q, which permits of increas ing or diminishing the length of the rod N, according to the adjustment of the doors E and E. I/Vhen the arm 0 is in mid-position, the doors E and E are nearest each other. When the arm is in either extreme position,the doors E and E are farthest apart.

The operation is as follows: The doors E and E are moved simultaneously toward or from each other, according to the oscillation of the reversing-shaftP, and thereby open or close the upper end of the exhaust-nozzle 0, thus increasing or diminishing the opening for the free exit of the exhaust-steam. Vhen the arm M is moved inv the direction of the arrow a, the doors E and E swing inward toward each other and decrease the opening of the nozzle C at a time when the engine is using theleast steam; but when the valves are opened to their greatest extent the arm M isswung in the inverse direction of the arrow a, and both the doors E and E are simultaneously opened by the link F acting on the doors E, and by the links F and I operating the doors E by means of the connecting-link I and the bell-crank lever J. This automatic opening and closing of the doors E and E permits a free escape of the exhauststeam, and thus prevents backpressure in the cylinders, increases the steaming qualities of the locomotive, and effects a great saving of fuel.

Having thus fully described my invention, I claim as new and desire to secure by Letters Patent 1. The combination, with the exhaust-nozzle closed at its top and having opposite side openings. of doors hinged to the nozzle to close or open said openings, and mechanism for operating said doors from the reversing-shaft of the locomotive, substantially as set forth.

2. In an exhaust mechanism forloeoinotives, the nozzle 0 and the doors E and E hinged on the same, in combination with the bell-crank lever J,connected with the doors E and E, the link I, pivotally connected with the said bell crank lever J and the doors E and E, the link F, connecting the doors E, and the link I with the arms G, the shaft H, provided with the said arms G, and the oscillating crank-arm M, substantially as shown and described.

3. In an exhaust mechanism for locomotives, the exhaust nozzle G, the doors E and E, hinged IRA F. W'ALLAGE.

Witnesses:

A. C. KIMsToN, W. R. WOOD.

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