US417586A - Locomotive - Google Patents

Description

' (No Model.) a Sheets-Sheet 1.

ALE. RANK.

' LOGOMOTIVE.

Patented Dec //V VEIl/TOR W ATTORNEY WITNESS 6-6 N. PETERS, Pmlo-lilhographer. Wflvhington. EC.

(No Model.) 3 Sheets-Sheet 2.

A. H. RANK.

LOGOMOTIVB. No. 417,586 Patented Dec. 1'7, 1889.

v Min/5885s.-

ATTORNEY (No Model.) a Sheets-Sheet 3. A. H, RANK.

LOGOMOTIVE.

N0.'417,5 86. Patented Dec. 17, 1889.

WITNESSES; Ill/VE/VTOI? f 1 B 6% '%AWT j ATTORNEY Lnhngmphln Washington. u. c,

" UNITED STATES- PATENT Fries.

ANTHONY H. BANK, OF PHILADELPHIA, PENNSYLVANIA.

L O C O M O T IV E SPECIFICATION forming part of Letters Patent No. 417,586, dated December 17, 1889. Application filed February 15, 1889. Serial No. 299,963. (No model.)

ToaZZ whom it may concern.-

Be it known that I, ANTHONY H. RANK, of Philadelphia, in the county of Philadelphia and State of Pennsylvania, have invented a new and Improved Locomotive, of-Which the following is a full, clear, and exact descripnon.

The object of the invention is to provide a new and improved compound locomotive which is simple and durable in construction, effective in operation, and very equally balanced.

The invention consists in certain 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 thefigures.

Figure 1 is an elevation of my improvement. Fig. 2 is a plan view of the same with the boiler removed- Fig. 3 is a front view of the improvement with the head-gear removed. Fig. 4 is a front view of a pair of drivingwheels. Fig. 5 is a side elevation of the main frame. Fig. 6 is a side elevation of the center frame. Fig. 7 is a front view of the supporting-frame for the axle-box. Fig. 8 is a side elevation of the same. Fig. 9 is a plan view of the same, and Fig. 10 is an elevation of the crank-shaft for the valves.

The improved locomotive A is provided With two highspressure cylinders B B and two low-pressure cylinders O O, which latter are arranged on the sides of the high-pressure cylinders B B, respectively, as is plainly shown in Fig. 2. The cylinders B B and C O are placed alongside of each other, and are supported. in the frontend of the main frame D, of the usual construction, as is plainly shown in Fig. 5.

The low-pressure cylinders O and O are connected by the usual means with the crankpins E E, respectivelysecured on the'front drive-Wheels F F, respectively, both secured on the front axle G. The crank-pins E and E are also connected by the pitmen H and H with the crank-pins I and 1 respectively,

F and F,respectively, stand at right angles to each other in the usual manner, and the crank-pins of the rear drive-wheels are similarly arranged. The crank-arms K and K K and K extend diametrically across the center of the respective shaft G or J, as is plainly shown in Fig. l.

The high-pressure cylinders B and B are connected by the pitmen L and L, respectively, with the crank-disks N and N, respectively secured on the front axle G, between the side beams of the main frame D. On the axle G, between the crank-disks N and N, are secured the double eccentrics O and 0, connected in the usual manner with the links P and P, actuating the crank-shafts Q and Q, respectively mounted to turn in suitable bearings 011 the main frame D. Each of the shafts Q and Q is provided with a crankarm Q connected with the valve in the highpressure cylinder B or B, respectively, and the said crankshaft Q or Q is also provided with the crank-arm Q extending diametrically opposite the crank-arm Q and connected with the valve in the low-pressure cylinder 0 or C, respectively.

The reversing-shaft R is mounted on top of the main frame D, and is connected in the usual manner with the links P and P, being operated in the ordinary manner from the cab of the locomotive by the engineer. The axle G ismounted to turn in the outer bearings .S S and the inner bearings S S secured in a rectangular frame T, mounted to slide in suitable grooves in the side beams of the main frame D. I also fitted to slide vertically in guideways D, formed in the main frame D, as is plainly shown in Fig. 5.

The rectangular frame T is guided at its upper part in the bracing-frames U, connected The outer bearings S and S are at their forward ends to the castings of the high-pressure cylinders B and B. The rear ends of the bracing-frames U are secured on the transverse rod V, fastened to the side beams of the main frame D.

The operation is as follows: The steam enters in the usual manner into the steamchests of the two high-pressure cylinders B and B, so that the latter impart a rotary motion to the axle G by the connection of the pitmen L L and the crank-disks N N. The exhaust-steam from the high-pressure cylinders B and B passes into theloW-pressure cylinders O and C, respectively, so that the latter transmit the power of the steam to the crank-pinsE and E on the front drivingwheels F and F, secured on the axle G. The latter thus receives a second impulse from the exllaust steam discharged by the high-pressure cylinders B and B through the heads of the low-pressure cylinders G and O. The rear drive-wheels I and I are operated from the front drive-wheels F and F in the usual manner by the respective connections. Both sets of Wheels are completely balanced by the additional crank-arms K, K, K and K and the connecting-links Kt By the use of four cylinders the four connecting-rods,which are of greatweight, balance one another. By the use of the crank-disks N and N, I counterbalance the axle G, and by using the four parallel links and beams 11 K and H K I completely counterbalance the front and rear drive-wheels F F and I I.

The special arrangement of the cylinders, as shown and described, forces the locomo tive to drive straight ahead, thus obviating the oscillating motion of the locomotives now in use, which oscillating motion is the source of great destruction to rails and machinery. As the drive-wheels are perfectly counterbalanced, I overcome the damage done by the present counterbalance-weights on the drivewheels. The-counterbalance-weight of the drive wheels as heretofore constructed is fully equalized by making the rims of the said drive-wheels very heavy, as before stated.

The center frames U and U relieve the sectional axle G of all horizontal strain,and the frame T, supporting the axle-bearings S, r S and S relieves the axle of all vertical strain.

Having thus fully described my invention, I claim as new and desire to secure by Letters Patent- 1. In a locomotive, the combination, with the front axle and drive-wheels mounted thereon, of crank-disks mounted on the axle between the drive-wheels, and double eccentrics on the axle between the crank-disks, substantially as and for the purpose set forth.

2. In a locomotive, the'combination,with the front and rear Wheels, each provided with a crank-pin having a crank-arm, pitmen l-l, connecting the crank-pins, links connecting the crank-arms, and crank-disks mounted on the axle of the front wheels between the said wheels, whereby both sets of wheels and the front axle will be balanced, substantially as described.

3. In a locomotive, the combinationmith a main frame, of boxes held to slide vertically in the said frame and supporting the front axle, a rectangular frame fastened on the said boxes, and a center frame supported onthe said main frame and forming vertical guide- Ways for the said rectangular frame,substantially as shown and described. r r r r r ANTHONY I'I. RANK.

Witnesses:

CHARLES W. LEEDS, JOSEPH S. LEEDS.

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