US722356A

US722356A - Locomotive-engine.

Info

Publication number: US722356A
Application number: US12069002A
Authority: US
Inventors: Francis J Cole
Original assignee: American Locomotive Co
Current assignee: American Locomotive Co
Priority date: 1902-08-22
Filing date: 1902-08-22
Publication date: 1903-03-10
Anticipated expiration: 1920-03-10

Description

PATENTED MAR. '10, 1903.

F. J. COLE. LOCOMOTIVE ENGINE.

APPLICATION FILED AUG. 22, 1902.

4 SHEETS-*SHEET 1.

H0 MODEL.

No. 722,356. PATENTED MAR. 10, 1903.

F. J. COLE. LOGOMOTIVE ENGINE.

APPLICATION FILED AUG. 22, 1902. no MODEL. 4 sums-sum 2.

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PATENTED MAR. 10, 1903.

F. J. COLE. LOGOMOTIVE ENGINE. APPLICATION FILED AUG. 22, 1902.

4 SHEETS-SHEET 3 N0 MODEL.

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APPLICATION FILED AUG. 22, 1902. N0 MODEL.

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I'ICFD ATENT FFICE.

FRANCIS J. COLE, OF SCHENECTADY, NEW YORK, ASSIGNOR TO AMERICAN LOCOMOTIVE COMPANY, OF NEWV YORK, N. Y., A CORPORATION OF NEW YORK.

LQCOMOTIVE-ENGINE.

SPECIFICATION forming part of Letters Patent No. 722,356, dated March 10, 1903.

Application filed August 22, 1902. Serial No. 120,690. (No model.)

To a whom it may concern:

Be it known that I, FRANCIS J. COLE, of Schenectady, in the county of Schenectady and State of New York, have invented a certain new and useful Improvement in Locomotive-Engines, of which improvement the following is a specification.

My invention relates to locomotive-engines of the balanced type, in which strains resultant upon the movement of reciprocating elements are counteracted and substantially eliminated by the movement of reciprocating elements of practically corresponding weight in relatively opposite direction.

My invention, while applicable to simple or single-expansion locomotive-engines having four cylinders, is more particularly designed forapplicationin compound locomotives; and its object is to provide a four-cylinder compound locomotive in which the balanced action of cylinders having pistons connected to oppositely-set crank-pins may be obtained without the disadvantage of employing unduly short connecting-rods and in which the inside cylinders may be so disposed that the valve-chests for each pair of high and low pressure cylinders may be made continuous, the valves thereby be of the lightest possible construction and exactly alike, and the guides for the inside cylinders be so supported that the back heads of said cylinders may be removed without taking down the guides.

The improvement claimed is hereinafter fully set forth.

In the accompanying drawings, Figure 1 is a diagrammatic side view in elevation of a locomotive-engine, illustrating an application of my invention; Fig. 2, a view, partly in plan and partly in horizontal section on the line a a of Fig. l and on an enlargedscale, of the forward portion of the same; Fig. 3, a partial vertical longitudinal section on the line b b of Fig. 2; and Figs. 4 and 5, vertical transverse sections on the lines a c and (Z d, respectively, of Fig. 1.

My invention is herein exemplified as applied in a four-cylinder compound locomotive of the present standard Atlantic type-4.. e., one which is supported on two pairs of driving-wheels 1 1, a four-wheeled leading truck 2, and a pair of trailing wheels 3. The smoke-box 4 of the boiler 4 rests upon and is connected to a pair of cylindersaddles 12, the lower and outer portions of which are secured to the frames 8 of the engine and which are cast integral with a pair of outside low-pressure cylinders 12 the pistonsof which are secured to piston-rods 40, whose outer ends are fixed to cross-heads 11, traversing on guides 11. Thecross-heads 11 of the low-pressure cylinders are coupled by main rods 41 to crank-pins 42 on the rear driving-wl1eels,'and the front and rear driving-wheels are coupled by coupling or side rods 43.

The construction thus far described is that which, in connection with a wide fire-box 5, located above the trailing wheels, generally characterizes Atlantic type engines of the most recent and approved type.

In the practice of my invention 1 providea pair of high-pressure cylinders 12, which are preferably, as shown, cast integral and as closely together as is conveniently practicable. The high-pressure cylinders 12" are located between the frames 8, and in order to admit of the employment of connecting-rods of the maximum length attainable they are set in advance of the low-pressure-cylinder saddles 12 and between the same and the buffer-beam 44. The frames 8 are reduced in thickness forward of the low-pressure-cylinder saddles 12, and the high-pressure cylinders are provided with lateral flanges 45, which abut against and are firmly secured to the frames. The pistons 40 of the high-pressure cylinders are fixed upon piston-rods 40, to the outer ends of which are secured crossheads 11", which traverse on guides 11 of any suitable and preferred form, which are bolted to the bottoms of the low-pressure saddles 12. The high pressure cylinders are set sufficiently far in advance of the saddles 12 to permit of the back heads 12 of the high-pressure cylinders to be removed without disturbing the guides. The cross-heads 11 of the high-pressure cylinders are coupled by main rods 41 to crank-pins 1 on cranks 1, formed on the front driving axle 1, said cranks being set at an angle of ninety degrees one to the other and each being set op positely to--that is, one hundred and eighty degrees fromthe arm of the crank-pin 42, to which the main rod of the adjacent lowpressure cylinder is coupled. The pistons of the high and low pressure cylinders are thus adapted to reciprocate in relatively opposite directions, with the result of effecting a subsotantial balance of the reciprocating memers.

A distribution valve-chest 12 is located above and preferably, as shown, is cast integral with each of the high-pressure cylinders 12, said valve-chests being located in line axially with and being continuous with the distribution valve-chests 12 of the low-pressure cylinders. The several valve-chests are connected with their respective cylinders by the usual induction and eduction ports and passages and are fitted with suitable distribution-valves of the piston type, the valves of each pair of high and low pressure cylinders being connected to a common valve-stem and operated coincidently by a link-motion or other suitable and preferred form of actuatin g mechanism. Distribution-valves of the type referred to being familiar to those skilled in locomotive construction and not forming part of my present invention, these valves are not herein set forth.

Under the abovedescribed construction the valve-chests may be readily finished and correctly adjusted in position, the connected valves made as light as possible, of exactlysimilar construction, and conveniently operable by the actuating mechanism employed.

A feature of substantial advantage in practice which characterizes my invention consists in the capability of employing hi gh-pressure main rods of ample length without the necessity of increasing the wheel-base. This being maintained the same as in simple engines, the low-pressure main rods may be coupled to the rear driving-wheels, and this means of connection has been demonstrated to be a desirable one.

While my invention has been herein shown as applied in an Atlantic-type locomotive, in view of the general and increasing employment of engines of that class it will be obvious that it is not limited in application thereto, and it will also be seen that, if desired, all four of the cylinders may be simple or single-expansion without departure from the spirit of my invention.

I claim as my invention and desire to secure by Letters Patent 'i. In a locomotive-engine, the combination of lo, a cylinder-saddle, acylinder thereon on ra a-.8 of the frame, a cylinder connected to the inside of the frame, independently and in front of the cylinder-saddle, a piston and piston-rod in each of said cylinders, two driving-axles, connections from the piston-rod of the inside cylinder to the pin of a crank on the forward driving-axle, connections from the piston-rod of the outside cylinder to a crank-pin, set oppositely to that of the inside cylinder, on a wheel fixed to the rear drivingaxle, and valve-chests for the reception of valves for controlling the distribution functions of the inside and outside cylinders.

2. In a locomotive-engine, the combination of a frame, a cylinder-saddle, a cylinder thereon outside of the frame, a distribution valvechcst therein inside of the frame, a cylinder connected to the inside of the frame, independently and in front of the cylinder-saddle, a distribution valve-chest fixed to the inside cylinder, in line with the valve-chest of the outside cylinder, a piston and piston-rod in each of said cylinders, two driving-axles, connections from the piston-rod of the inside cylinder to the pin of a crank on the forward driving-axle, and connections from the piston-rod of the outside cylinder to a crank-pin, set oppositely to that of the inside cylinder, on a wheel fixed to the rear driving-axle.

3. In alocomotiVe-engine, the combination of a frame, a cylinder-saddle, a cylinder thereon outside of the frame, a cylinder connected to the inside of the frame, independently and in front of the cylinder-saddle, a piston and piston-rod in each of said cylinders, a guide, fixed to the cylinder-saddle, for the pistonrod of the inside cylinder, two driving-axles,

connections from the piston-rod of the inside cylinder to the pin of a crank on the forward axle, connections from the piston-rod of the outside cylinder to a crank-pin, set oppositely to that of the inside cylinder, on a wheel fixed to the rear driving-axle, and valve-chests for the reception of valves for controlling the distribution functions of the inside and outside cylinders.

4. In a locomotive-engine, the combination of a pair of frames, a pair of cylinder-saddles connected centrally one to the other and connected laterally to the frames, a low-pressure cylinder located outside of the frame on each of the cylinder-saddles, a low-pressure dis tribution valve-chest located above the frame in each of the cylinder-saddles,a pair of highpressure cylinders cast integral one with the other, and with a pair of distribution valvechest-s each in line with a low-pressure valvechest, the axes of the high-pressure cylinders being below the bottom plane of the cylindersaddles and the high-pressure cylinders 'being set in front of the cylinder-saddles, between the frames and connected thereto independently of the cylinder-saddles, guides, fixed to the bottoms of the cylinder-saddles, for the piston-rods of the high-pressure cylinders, two driving-axles, connections from the piston-rods of the high-pressure cylinders to the pins of double cranks set qua'rtering on the forward axle, and connections from the piston-rods of the low-pressure cylinders to crank-pins, each set oppositely to that of the adjoining high-pressure cylinder, on wheels fixed to the rear driving-axle.

5. In a locomotive-engine, the combination of a pair of low-pressure cylinders fixed to saddles and located outside of the engineframes, and a pair of high-pressure cylinders IIO located inside of the engine-frames and in front of the low-pressure cylinders, and fixed to the engine-frames.

6. In a locomotive-engine, the combination of a pair of low-pressure cylinders fixed to saddles and located outside of the engineframes, a pair of high-pressure cylinders located inside of the engine-frames and in front of the low-pressure cylinders and fixed to the engine frames, connecting mechanism for applying the pressure in the high-pressure cylinders in the rotation of a cranked driving-axle, and connecting mechanism for applying the pressure in the low-pressure cylinder in the rotation of another driving-axle at points diametrically opposite the points of application of the pressure in the high-pressure cylinders.

7. In a locomotive-engine, the combination of a frame of reduced thickness forward of the portion thereof which abuts on the cylinder-saddle, a cylinder-saddle connected to said frame, a cylinder fixed on said saddle outside of said frame, a cylinder connected to the inside of the reduced-thickness portion of the frame, independently of the cylinder-saddle, a piston and piston-rod in each of said cylinders, two driving-axles, connections from the piston-rod of the inside cylinder to the pin of a crank on the forward driving-axle, connections from the piston-rod of the outside cylinder to a crank-pin, set oppositely to that of the inside cylinder, on a Wheel fixed to the rear driving-axle,and valvechests for the reception of valves for controlling the distribution functions of the inside and outside cylinders.

FRANCIS J. COLE.

Witnesses:

F. V. HOGA, G, ELLIS Rosa