US693209A

US693209A - Locomotive.

Info

Publication number: US693209A
Application number: US4408201A
Authority: US
Inventors: Leonard Atwood
Original assignee: Individual
Current assignee: Individual
Priority date: 1901-01-21
Filing date: 1901-01-21
Publication date: 1902-02-11
Anticipated expiration: 1919-02-11

Description

No. 693,209. Patented Feb. II, |902.

- L. ATWOD.

LUCOMOTIVE. (Implication med Jan. 91, 1901.,

' 2 Sheets-Shel# l.

(No Model.)

D In..

TH: Norms Patins co.. immuun-10,` WASHINGTON, nA c4 t UNITED STATES lPATENT OFFICE.

LEONARD ATVVOOD, OF PHILADELPHIA, PENNSYLVANIA.

LOCOMOTIVE.

SPECIFICATION forming part of Letters Patient No. 693,209, dated February 11, 1902.

Application filed January 21,1901. Serial No. 44,082. No model.)

To @ZZ whom it may concern.-

Be it known that I, LEONARD ATvvooD, a citizen of the United States, residing in Philadelphia, Pennsylvania, have invented certain Improvements in Locomotives, of which the following is a specification.

The object of myinvention is toimprove the construction of locomotives, especially` those ofthe narrow-gage type, whereby a large rebox and boiler can be used and in which the weight of the water-tank can be utilized to give the necessary traction to the drivingwheels. A

A further object of the invention is to so construct the locomotive as to enable it to turn sharp curves and to so combine thewatertank and the exhaust-pipes from the engine that the steam will be readily condensed.

These objects I attain in the following manner, reference being had to the accompanying drawings, in which- Figure l is a side view, partly in section, illustrating my improved locomotive. Fig. 2 is a plan view. Fig. 3 is a longitudinal sectional view of the water-tank.

I have illustrated my invention in connection with locomotives of the narrow-gage type, and at the present time it is especially adapted to this type; but it will be understood that it can be used on broad-gage locomotives as well.

The locomotive is made in two sections, A and B, coupled together at a in any suitable manner, the same as the tender is coupled to a locomotive of the ordinary type. The section A has a frame A and boxes o for the driving-wheels C C, connected to the piston-rod d of the steam-cylinders D in the ordinary manner common to this type of engine.

c c are the wheels ofthe forward truck C', which is made in the ordinary manner.

d is the stack for the passage of exhauststeam from the cylinders, and A2 is the cab at the rear of the section A.

On the lframe Af is the water-tank E, which will b e fully described in detail hereinafter.

Bis a car-frame,' on which is mounted the boiler F and ythe coalor wood: compartment this construction I am enabled to make the car-frame very low, and the fire-box F of the tubes.

are made hollow and communicate with the- `boiler proper. .tion-chamber is a manhole-opening vprovided boiler can be placed between the sides of the car-frame and sufficientlynear the surface of the road-bed to prevent the structure being top-heavy. This is one of the great points which must be overcome in constructing locomotives for narrow-gage tracks. Furthermore, by this construction I am enabled to obtain as large a grate-surface on a narrowgage locomotive as is found on 'the ordinary wide-gage locomotive and without materially Widening the structure.

I-Ieretofore the great difficulty in constructing the firebox of narrow-gage locomotives has been that the locomotive had to be set so low, and consequently the fire-box'had to be placed either between the frames of the locomotive or at the rear of the drivers. The rst form gave very little room for the firebox, and the second construction placed the majority of the Weight at the rear of the locomotive, and in this case even the grate-surface could not be materially increased.

The boilerF has the ordinary longitudinal tubes f for the products of combustion, and

g2 is a bridge-wall, and'g3 is the deiiector extending down from the crown of the fire` box back of the bridge-wall and in front of the ends of the tubes, so that the products of combustion will pass from the fire-box in a circuitous path through the combustionchamber to the tubes. In this deiiector is a detachable section g4, preferably made of firebrick reinforced With plates, so that access may be had to the tubes when itis necessary to clean or repair them. In the opposite end of the boiler-shell is the ordinary opening, so.

that' access may be had to that end of the The bridge-wall g2 and deiector g3 In the bottom of the combuswith a suitable cover'g, which can be removed when 4-it Ais necessary to remove the. soot and ashes from the combustion-chamber.

Directly under the grate 1l is anash-pit fi', having dampers i2 fis, one at one end of the ash-pit and the other at the opposite end.

IOO

The ash-pit communicates with the fan-blower I through a tube i4, so that air under pressure can be admitted to the ash-pit to create a forced draft. The draft can be regulated by the dampers i2 t3, as desired.

I prefer to drive the blower I by means oi' an independent engine J, mounted in the present instance on the opposite side of the locomotive to the blower I, and the connecting-rod of this engine is attached to a crank on a transverse shaft J', on which the blades l' of the blower I are mounted. This engine is driven by a special steam-supply from the boiler.

Other forms of blowers may be used without departing from the main featuresof my invention.

The water-tank Ein some instances may simply be a plain tank placed on the frames A of the driving-wheel section of the locomotive; but I prefer the form of tank shown in Figs. l and 3. On one end of the tank is a flue (l2, forming communication between the exhaust-passage of the cylinder and the stack d, and in this ilue are dampers d3 d4, which regulate the passage of the exhauststeam. At the opposite end of the tank is a chamber e, which communicates with the upper and lower ends of the chamber d2 through diagonal pipes e/ e2. It the damper di? is closed, the exhaust-steam does not pass directly through the chamber cl2 to the stack, but through the pipes e2, chamber e, and returns through the pipe e' to the chamber d2, above the damper cl3, to the stack, and the damper d4 can be so adjusted as to regulate the escape of steam to the stack.

One great advantage ot' constructing the water-tank and steam-exhaust in the manner shown is that when the locomotive is standing at a station or passing through a tunnel the upper damper d4 can be closed, so as to prevent the escape of steam, the exhauststeam in this case entering the chambers and passages and a certain proportion will be condensed.

The main steam-supply pipe K from the boiler to the cylinders of the locomotive is made in three sections, the section l; being on the section B of the locomotive, the section 7a being on the section A, and the section 71:2 forming a fiexible coupling between the section 7c and the section 7c'. The section of the pipe 7e' extends, preferably, through a passage in the lower portion of the tank E, as shown in Fig. 3, to the steam-chest of the cylinders. This pipe is preferably jacketed, so as to prevent condensation as much as possible of the steam in passing from the boiler to the cylinder.

The tank E has two depending portions E E2, which extend between the side frames A of the section A, and these depending portions are connected by a pipe e3, so as to allow for the proper circulation of water in the tank, and in the depending portions E E2 are a series of longitudinal fines e, open at both ends, so

as to allow for the passage of air to cool the water in the tank to a certain degree. By this construction I am enabled to materially decrease the exhaust of live steam from the stack, as a majority of the steam will be condensed. The water of condensation will be received in the pocket Z and can be allowed to escape through the valve Z', as desired. The tank has a filling-opening e5, provided with a cover e, which can be thrown back when it is desired to fill the tank withwater.

By the above description it will be seen that by locating the boiler on a structure independent of the driving-wheels I am not limited in the area of the boiler and grate by the driving-Wheels and the narrow frame, but can increase the boiler and the grate to equal in size the ordinary boilers and grates of the wide-gage locomotives now in use. At the same time I can place sufficient weight on the driving-wheels that they will have the desired traction by utilizing the water-tank for this purpose, and, furthermore, by allowing the exhaust-steam to pass through tubes in the water-tank I can condense the greater portion of the exhaust-steam, and by the arrangement above described I can construct a powerful engine either of the narrow or broad gage type, which will be able to accommodate itself to the sharp curves ot' the roadway.

I claim as my inventionl. The combination in a locomotive made in two sections coupled together, the one section having the frame carrying the driving- Wheels and supporting the water-tank, cylinders mounted on the frame and having their pistons connected to the driving-wheels, condensing-tubes in the water-tank communicating with the exhaust-steam passages from the cylinders, and a boiler carried by an independent car and coupled tothe cylinders, substantially as described.

2. The combination in a locomotive made in two sections coupled together, one section carrying the boiler and the fire-box, the other section having the driving mechanism, driving-wheels, steam-cylinders and water-tank mounted thereon, means for connecting the steam-cylinders to the boiler, and an exhaustchamber coupled to the cylinders, a stack, tlues in the water-tank, and valves or dampers so arranged that the steam may either pass directly through the steam-chamber to the stack or through the fines, substantially as described.

3. The combination in a locomotive of two sections coupled together, one section having a low frame, a boiler carried on said frame, the fire-box of said boiler extending between the members of said frame, a stack on one end of the boiler, steam-cylinders and driving-wheels carried on the other section, a water-tank mounted on the frame of said section, a stack thereon, a pipe coupling the said cylinders to the boiler, tubes extending through the water-tank and communicating with said second stack, valves or dampers for IOO IIO

directing vthe exhaust-steam either through the tubes in the water-tank or directly to said stack thereon and a damper for cutting off the passage of steam to the stack, substantially as described.

4. The combination of a frame, drivingwheels mounted on said frame, steam-cylinders also mounted on the frame and connected to the driving-wheels, a water-tank mounted on the frame and having two depending portions, tubes in each portion and circulatingtubes connecting the portions, an exhauststeam chamber communicating with the cylinders, and condensing-tubes in the watertank communicating with the said steamchamber, substantially as described.

5. The combination in a locomotive, of a frame, driving-wheels on the frame, cylinders also on the frame connected to the drivingwheels, a water-tank carried by the frame and having a chamber for the exhaust-steam communicating with the cylinders,and a stack communicating with the exhaust-steam chamber, a chamber at the opposite end of the tank, two sets of tubes extending from one steam-chamber to the other, a valve ordamper in the irst steam-chamber so that the steam exhausting can be either passed directly to the stack or indirectly through the tubes in the water-tank, substantially as described.

6. The combination in a locomotive, of a frame, driving-wheels on the frame, cylinders also on the frame connected to the drivingwheels, a Water-tank carried by the frame and having a chamber for the exhaust-steam communicating with the cylinders,and a stack communicating with the exhaust-steam chamber, a chamber at the opposite end of the tank, two sets of tubes extending from one steam-chamber to the other, a valve ordamper in the first steam-chamber so that the steam exhausting can be either passed directly to the stack or indirectly through the tubes in the Water-tank, with a flue at the stack for cutting off the exhaust of steam,

substantially as described.

7. The combination in a locomotive, of a frame', driving-wheels on the frame, cylinders also on the frame connected to the driving- Wheels, a water-tank carried by the frame and having a chamber for the exhaust-steam communicating with the cylinders,and a stack com m unicating with the exhaust-steam chamber, a chamber at the opposite end of the tank, two sets of tubes extending from one steam-chamber to the other, a valve or damper in the first steam-chamber so thatthe steam exhausting can be either passed directlyto the stack or indirectly through .the tubes in the water-tank, with av iiue at the stack for cutting off the exhaust of steam, and a receiving-pocket depending from the exhaust-steam chamber to receive the Water of condensation, substantially as described.

In testimony whereof I have signed my name-to this specification in the presence of two subscribing witnesses.

LEONARD ATWOOD.

Vitnesses:

WILL. A. BARR, Jos. H. KLEIN.