US533544A - Locomotive - Google Patents

Description

(No Model.; y 4 sheets-met 1.

H. A. LUTTGENS. Y

LOGOMOTIVE.

No. 583,544. Patented Peb. 5, 1895.

l(No Model.) 4 Sheets-Sheet 2.

H. A. LUTTGENS.

LOCOMUTIVB.

Patented Feb. 5, 1895.

(No Model.) l 4 Sheets-Sheet 3.

H. A. LUTTGBNS.

LoooMoTIVB.

No, 533,544. Patented Feb. 5, 1895.

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m e h S 4 S N E G T T U L Am H. M o M o m LOCOMOTIVE.

Patented UNITED STATES PATENTl Ormea.

HENRY A. LUTTGENS, OF PATERSON, NEW JERSEY, ASSIGNOR, BY DIRECT AND MESNE ASSIGNMENTS, TO JOHN H. REYNOLDS, OF SAME PLAGE, AND MERCEY R. LUTTGENS, OF GOFFLE HILL, NEW JERSEY.

LoooMoTivE.

SPECIFICATION forming part of Letters ,Patent No. 533,544, dated February 5, 1 895.

Application filed May 25, 1894. Serial No. 512,412. (No model.)

To @ZZ whom it may concern: rapid succession of the strokes, my invention Be it known thatl, HENRY A. LUTTGENS, of insures that my perforated annular damperthe city of Paterson, county of Passaic, and plate shall be so held as to entirely shut off State of New Jersey, have invented a certain the flow of air into the base of the stack, and 55 new and useful Improvement in Locomotives, allow the full e'eet of the moderate current of which the following is a specification. of exhaust steam up the stack to be utilized lily invention is used in combination with in increasing and maintaining the draft. The provisions for admitting air to the base of the same effect occurs when the valve-gear is set stack of a locomotive to reduce or modify the to follow full stroke or less in going backward. 6o 1o draft, for which Letters Patent of the United My invention insures that the apertures to States were granted to me November 10, 1885, admit air to moderate the draft shall be open No. 330,340. Such consists briefly, of an anwhen the valve gear is set to follow nearly full nular perforated plate which I term a damstroke,.and that itshall, without requiring atper plate resting and turning on a peforated tention, be reduced as the reversing lever is 65 I5 seat surrounding the stack. I term the entire shifted toward the central position, so that device a damper. In the invention as there in running with a short cut-off, whether forapplied the damper is liable to receive cinders Ward or backward, the admission of air to diwhich have been thrown up, and also to be minish the draft shall be entirely suppressed. clogged and stuck by paint or oil, and the In addition to this I provide an adjustment fo zo operation of the damper is made entirely deeasily operated from the foot-board, which, pendent for its adjustment upon the skill and by allowing the engineer or fireman to change attention of the engineer and fireman. the position of the center of a lever, combines In my present improvement I connect the with the self-acting regulation thus provided, damper rod with the reverse lever, the ara further regulation which can be modified 7 5 2 5 rangement being so made that without requirat will. By means of this additional adjusting any care, the openings -fcr admitting air ment the openings for admitting air to the to the base of the stack to soften the violence base of the stack, may be closed sooner or of the draft are largest when the steam is ad later. In other words, automatic or self-aetmitted by the valve gear to follow the pistou ing regulation obtains under all conditions, 8o 3o the farthest, and therefore the draft produced but the extent to which it obtains and the by the exhausting steam is the strongest, and point in the adjustment of the cut-olf at which is most liable to tear the fire. These openings it commences to act, may be materially modiare gradually diminished by the movement fled at the will of the attendant. This enables of the reverse lever from either extreme tothe locomotive to operate more successfully 85 3 5 ward the central position-that is to say, the with differentqualities of f uel,or with changes same result is produced when the engine is in the amount of work performed. In the made to run forward or backward. most complete form of the inventionl enable When the valve gearis set to follow nearly such control to be conveniently effected by full stroke in running forward, the damper either the engineer from his side of the loco- 9o 4o will be open and the violence of the draft will motive, or by the fireman from the opposite be greatly reduced bythefreedom with which side. This part of the mechanism is operair is allowed to enter through the annular ated by the aid of a lever extending horizon chamber and to dow up the stack with the tally across above the boiler near the rear, exhaust steam. As the locomotive acquires within easy reach of the engineer and fireman, 95 45 speed the reversing lever :is usually shifted havingahandle ateachend,and provisionsfor backward toward the central position with operating a locking bolt therewith by the enthe eect to adjust the valve gear to cut off gineer or fireman. This allows one segment the supply of steam earlier in each stroke. and one set 0f notches and one sliding bolt When the locomotive is running at speed over to hold the lever when operated from either roc 5o the main portion of the road, cutting oshortv side.

but consuming steam rapidly by reason of the I provide a hood or cover, in the form of a tight and slightly conical plate held immovably at such height above the damper as leaves an annular opening between sufficient to admit air to the apertures in the annular damper, but standing in such position that it defends such apertures from the cinders which may descend under' any conditions. Another useful effect of this hood is to prevent paint or oil from being daubed upon the 1o damper plate.

' The accompanying drawings form a part of this specication and represent what I consider the best means of carrying outk the invention.

x 5 Figure 1 is a general side elevation showing all thel parts pertaining to my invention with so much of the ordinary parts of the locomotive as is necessary to indicate their relation thereto. Figs. 2, 3, 4 and 5 show certain por- 'zo tions on a larger scale. Fig. 2 is a side elevation; Fig. 3, a corresponding end elevation, a portion being in section. Fig. i is a plan view of a portion of a slide which is shown in dotted lines in Fig. 2. Fig. 5 is across section through the Inidlength of this slide. Fig. 6 is an elevation seen from the rear. Fig. 7 is a corresponding plan view. Fig. 8 is a side elevation; Fig. 9, an end elevation; Fig. 10, a vertical cross section partly in elevation; Fig.

3o 11, a horizontal section partly in plan. Fig. 12 is a plan view of a portion detached, on the same scale as Fig. 11.

Similar letters of reference indicate corresponding parts in all the figures where they 3 5 appear.

The damper may bein all respects as shown in the patent of 1885 referred to, excepting the arrangement of holes for admitting air into the stack. These are modified as to size 4o and position, as shown, to suit the valve gear.

For a piston stroke of twenty-six inches, my devicev may provide that the damper shall be open until the reversing lever is so placed that the steam is cut off at about seventeen inches; or it can be so adjusted by operating from the cab that it shall remain open for the admission of air to reduce the draft until the reversing lever is shifted into such position as to cause the steam to be Vout off at 5o about seven inches.

The four pairs of holes e in the damper plate E, have a uniform position, that is to j say, the edges of each pair of holes are placed equi-distant from the four studs or bolts which secure the stack base to the top of the smoke box. Some clearance should be allowed in addition to its movement, by making the large apertures in the damper plate so large that the plate will not strike the 6o studs. The movement resulting is due to that of the reverse-lever, increased by the adjustment from cab, and increased by the expansion of the boiler.

Fig. 12 represents a quarter segment of the stack base. It is divided into a number of equal parts. I have shown forty-six. This gives eleven and eleven-sixteenths parts to the edge of each long hole, and eight and onehalf parts for each short hole. This leaves a little less than nine and eleven-sixteenths` 7o parts for the space between the holes. The damper-plate holes e may also be arranged with the help of the above forty-six parts, the two solid parts in each quarter of the plate occupying each eleven, and the intermediate hole five and one-eighth parts, the four sets of holes in the top of the base and also in the damper plate being arranged uniformly.

The total movement by means of the reversing lever with this division of fortysix 8o parts, is about fourteen and one-fourth parts, and the movement necessary to vary the range of adjustment from the cab referred to these same parts, is about one and threefourths parts.

In the drawings A is the boiler and B the smoke stack. A circular covering plate or hood B is fixed above the perforated damperplate E, e being fitted. in a recess turned iu the top of the base D, so that a portion of the 9o stack-ring C rests upon the plate B', which latter is made slightly conoidal, and is sufiiciently high to freely admit air to pass through the apertures in the damper when the damper plate E e is adj usted for its admission.

The difficulties in communicating the motion on the cylindrical side of the locomotive boiler are surmounted by levers and universal joints. In Fig. 1 the reversing rod K con- Ico nects by a rod I., pin K and ball joint L', to the bell crank lever M, turning on a center A fixed on the boiler A. The upper arm of this leverA M connects by a rod N and pins M', N', to, a second lever O, turning on a center P. The upper arm of this latter connects by means of a rod F, which latter has a ball joint at each end, to an arm E on the damper plate E, and thus communicates the movement of the reversing rod K thereto.

The fulcrum P of the lever O is pivoted on the end of a horizontally movable sliding bar P, which is fitted to slide within a casting A2 bolted on the boiler A. The opposite end of the bar P is formed with a slotted recess in 1 15 which is received a pin Q2, from the lever Q, which latter is fulcrumed on the casting A2 and is connected at its upper end Q to a rod R, which engages it with a pin S fixed in the rod S, inclosed loosely within the band rail T. This hand rail is slotted longitudinally to allow the pin S sufficient liberty to be traversed forward and backward. The rod S leads rearward to the cab and is connected to the transverse lever W, which will be presently described.

With the reversing lever .I and an ordinary segment and slide and locking means, to operate and hold the reversing rod K, it will be understood that when the engineer operates such lever, and thereby shifts the position of the reversing rod forward and backward to the extents required to shift the main link G, sometimes called the Stevenson link, and

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change the condition of the engine with regard to the degree of expansion, it will shift the rod L to a corresponding extent forward and backward, and will-thereby correspondingly shift the first bellcrank lever M, the rod N, the second bell-crank lever O, and the rod F, and thus turn the damper plate E. The eifect, other things being equal, is always to shift the damper plate E according asthe reversing lever K is shifted, giving more opening to the apertures in the annular damperplate E, and consequently reducing the force of the draft on the fire, when the reversing rod K is either in its extreme forward position to go ahead full stroke, or in the extreme rearposition to run backward full stroke; but this may be modified by theadjustment of the rod S which is regulated by the transverse lever W at the will of the attendants.

1When the damper plate E is moved by means of its connection with the reversing rod K, it will open or close the apertures in the damper plate E differently according as the rod or slide S is adjusted.

Vhen the slide P is, by the hand of the engincer or fireman in the cab, shifted forward, it carries the center P of the lever O forward and allows a greater movement of the starting rod K forward (when operated in the backmotion of the engine) before the damper plate E will be turned so far as to close the apertures in the base and prevent air from entering at the base of the stack to diminish the draft.

When the reversing rod K is subsequently shifted rearwardly from its extreme forward position (in the forward motion of the engine), and' the center P of the lever O, operated by adjustment from the cab, remains in the same position as before, it requires less movement of the reversing rod K backward to induce a closing of-the apertures.

The lever W, above referred to, extends across nearly horizontally, and is capable-of adjustment either from the engineers or firemans side. It turns on a fulcrum A3, secured to the top of the boiler, and is fitted with a rigid handle at each end, handle lV pointing upward and handle 72 downward, the lever being inclined enough to carry the handles about even. Each handle is accompanied by a movable handle, marked respectively Y and Y2, which are attached to slides carried on the lever W, connected by a rod YS, and bearing a latch Y4, which latter can, by properly operating the handles, be made to engage with any required notch in the horizontal segment A4 fixed on the boiler. A spring Z urges this latch into engagement except when it is drawn out by a grasp of the handles, drawing the handles Y', Y2 into closer contact with their associated handles W and W2, against the force of the spring Z, as will be readily understood.

A pin N3 set in the lever `W, receives a rod U, which unites it to one end of a plain lever V, which'is fulcrumed on the boiler at A5, and the other end of which lever is rounded and inserted in a box arranged to slide a little transversely in a slot in the rod S, before described.

Modifications may be made without departing from the principle or sacrificing the advantages of the invention.

Iclaim as my inventionl. In a locomotive having provisions for admitting air to the base of the stack to reduce the draft, and a variable valve gear, a damper E adapted to control such admission, and a connection therefrom to the valve gear arranged to automatically adjust the damper by the changes in the adjustment of the valve gear, all substantially as herein specified.

2. In a locomotive havinga variable valve gear, provisions as the damper D, E for varying the force of the draft in the furnace, a connection from the valve gear thereto so as to vary the draft, automatically increasing the draft as the degree of expansion of the steam is increased, all substantially as herein specified.

3. In alocomotive having provisions for admitting air to the base of the stack to reduce the draft, and a variable valve gear, a damper E adapted to control such admission and a connection therefrom to the valve gear arranged to automatically adjust the damper by the changes in the adjustment of the valve gear, and means as the slide F and connections therefrom'to allow it to be controlled from the footboard, whereby the relations of the valve gear and damper may be changed at the will of the attendant, all substantially as herein specified.

4. In a locomotive having a variable valve gear provisions as the damper D, E, for varying the force of the draft in the furnace, and a connectionfrom the valve gear thereto so as to vary the draft, automatically increasing the draft as the degree of expansion is increased,`the transverse lever W, and handles W', NVZ, Y', Y2, carried thereon, latch Y4 and segment A4, in combination with the rod U held and operated by such lever NV, and connections to a changeable center P' in the train of mechanism adapted to allow the ratio of one adjustment to the other to be regulated at will as herein specified.

'5. In a locomotive having an annular dam per giving adjustable openings for the admission of air to the base of the stack to reduce the draft, the hood or covering plate B arranged to defend the said damper, as herein specified.

In testimony that I claim the invention above set forth I affix my signature in presence of two witnesses.

' HENRY A. LUTTGENS.

Witnesses:

D. L. CAMPBELL, JOHN H. REYNOLDS.

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