US857316A

US857316A - Compound engine.

Info

Publication number: US857316A
Application number: US19299604A
Authority: US
Inventors: Wilson E Symons
Original assignee: Individual
Current assignee: Individual
Priority date: 1904-02-10
Filing date: 1904-02-10
Publication date: 1907-06-18
Anticipated expiration: 1924-06-18

Description

PATBNTED JUNE 18, 1907.

W. E. SYMONS. COMPOUND ENGINE.v APPLIOATION FILED rnB.1o,r1eo4.

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vP NTENTED JUNE-18, 1907;

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-WILSON E. SYMONS, OF CLEBURNE, TEXAS.

i `ColvlPouND ENGINE.

Specification of Letters Patent.

Patented June 18, 1907.

Application filed February l0, 1904. Serial No. 192,996.`

'being to produce a locomotive of maximum efficiency and one capable of operating under the most adverse conditions due to accident.`

A further object is to facilitate starting under full load by supplying live steam to both the high and low pressure cylinders until the exhaust from the high pressure cylinders becomes effective for compounding.

A further object is to provide an arrangement of cylinders, steam conduits and valves, whereby the locomotive may be operated with one or both sides compound and with any or all of the cylinders operating under high pressure independently of the others, thus enabling any cylinder or cylinders which may become disabled, to be placed out of commission without preventing the operation of the locomotive.

Another object is to combine such an arrangement of cylinders, steam conduits, and valves with separate driving axles, one of which is connected with the pistons in the high pressure cylinders and the other of which is connected with the pistons in the low pressure cylinders, whereby the locomotive may be operated under maximum adverse conditions resulting not only in disabling any threeof the cylinders, but also in placing one of the axles out of commission.

Another object is to'secure a maximum efficiency of operation by providing the high and low pressure cylinders with separate valves and valve gears, and by operating said gears by means of a sectional reversing lever, the sections of which are relatively movable to effect the adjustment of the valve gears separately, and by providing means controlled by the reversing lever for supplying live steam to the low pressure cylinders in starting.

To the accomplishment of the recited objects and others subordinate thereto, as will more fully appear, the invention, in its preferred embodiment, resides in that construction and arrangement of parts to be hereinafter described, illustrated in the 4accompanying drawings and succinctly defined in the appended claims.

In the accompanying drawings--Figure 1 is a side elevation of a compound locomotive of the ten-wheel type, constructed in accordance with my invention. Fig. 2 is a plan view with the boiler and appurtenant parts removed. Fig. 3 is a side elevation on a somewhat enlarged scale, showing the high and low pressure cylinders at)one side of the engine, and the arrangement of pipes and valves for leading the steam to and from said cylinders. Fig. 4 is a lan view of the subject-matter of Fig. 3. ig. 5 is a side elevation showing the connections between vthe valve gears and the reversing lever, and also the connection between the reversing lever and the auxiliary or starting valve, certain ofthe parts being indicated in dotted lines,

l and a portion of the supporting structure being similarly represented. Fig-6 is a plan view of the connecting rods. Fig. 7 is a diagrammatic re resentation of a locomotive cab in-dotted ines, and showing in elevation the reversing and throttle levers. Figs. 8 and 9 are detail views of the main reversing lever; and Figs. 10 and 11 are similar views of the auxiliary reversing lever.

Like numerals of reference are employed to designate corresponding parts throughout the several views.

l indicates the boiler, 2 the cab, 3 the smoke box, 4 the saddle, 5 the dome, 6 and 7 the engine frames, and 8, 9 and 10 the driving axles of a locomotive of the ten-wheel type, although it should be understood that my invention, in its various aspects, is capable of application to any type of engine, for instance, the Mogul, eight-wheel, tenwheel, consolidation, twelve-wheel, Atlantic, trailer, American, or other type.

The low pressure cylinders 11 are carried side by sidebetween the engine frames and under the smoke box 3 by the saddle 4, while the high pressure cylinders 12 are secured to the outer sides of the engine frames 6 and 7 at a point just in advance of the front drivers 13, as clearly shown in Figs. 2 and L1. It should be noted in this connection that the four cylinders are not grouped in or about the saddle as in ordinary constructions, but that,

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on the contrary, they are separatedand disj tributed in a manner to equalize the strains on the supporting structure, and to thus reduce to a minimum the liability of failure or derangement.

The front driving axle 8 is provided with a pair of quartering cranks 14 connected by the main rods or pitment 15 to cross-heads 16, which are in turn connected to the piston rods 17 of the pistons in the low pressure cylinders 11. rlhe piston rods 18 ofthe pistons in the high pressure cylinders 12 are likewise connected to cross-heads 19 which are in turn connected by the pitmen 2() with quartering crank pins 21 projecting outwardly from the second drivers 22, the front and second drivers 22 and the rear drivers 23 being coupled or connected by the parallel bars 24 and 25 in a manner well understood in the power is applied to a plurality of driving axles, the four crank connections being set in quartering relation or at intervals of 9() degrees to obtain a substantially constant application of power, lthus reducing the liber stress on the various parts of the structure, and avoiding the necessity for the use of massive counterbalances and the incidental hammer blow which has a very injurious effect on the tracks, bridges, and superstructures in general.

Having now described the arrangement of the cylinders and the connections between the high and low pressure pistons and the drivers, it is next in order to describe the arrangement of pipes and valves for supplying steam to the cylinders. It will, of course, be understood that the opposite sides of the locomotive are duplicates, and I will, therefore, describe one side or compound engine and will direct attention to any variation from the general rule of duplication.

Within the dome 5 is located, as usual, the angular dry pipe 26 equipped with a throttle valve 27, operated by a bell crank 28 connected by means of a connecting rod 29 to a throttle lever 30 located in the cab 2. dry pipe 26, steam is led to the steam chest of each high pressure cylinder by a steam pipe 31 in which, adjacent to the chest, is located a high-pressure cut-out valve 32, employed for cutting out the adjacent high pressure cylinder when necessary, as will be more fully described. From the chest of the high pressure cylinder to the chest of the low pressure cylinder is led, what may be termed, the normal high pressure exhaust pipe 33 designed toconvey the exhaust steam from the high pressure cylinder to the low pressure cylinder for compounding. Within the pipe 33 is located, what may be termed, a low-pressure cut-out valve 34 to the casing of which is connected an emergency exhaust pipe 35 leading to the stack. Normally, the valve It will now be seen that the weight of.

From the 34 closes the emergency exhaust pipe 35, and.

permits the passage of exhaust steam from the high pressure cylinder to the low pressure cylinder. When, however, it is desired to cut out the low pressure cylinder, the valve 34 is turned to close the communication between the cylinders and to permit the high pressure cylinder to exhaust directly to the stack.

Since it is designed to permit the independent use of either the high pressure or the low pressure cylinder in-the event of either one or the other being put out of service, provision must be made for supplying the low pressure cylinder with live steam when its supply of motive fluid from the high pressure cylinder is discontinued. l therefore provide the steam pipe 31 at a point above the cutout valve 32 with an emergency extension or branch 35 leading to and communicating with-the pipe 33 at a point between the valve 34 and the low pressure cylinder, see Fig. 3. When the valve 32 is closed to cut out the high pressure cylinder, live steam is led from the pipe 3l direct to the low pressure cylinder by way of the emergency branch 35 and the pipe 33, the branch 35 being equipped with a normally closed cut-out cock 36 beyond which is a pressure-reducing valve 37 of ordinary construction for reducing the pressure of the live steam for use in the low pressure cylinder.

Normally, the opening of the throttle permits live steam to pass from the dry pipe to the high pressure cylinders and thence by way of the pipes 33 to the low pressure cylinders where it is again used, and from whence it is exhausted to the stack. In the event of a breakdown or derangement of either low pressure cylinder, its valve 34 is turned to permit the high pressure cylinder at that side of the engine to exhaust directly to the stack, instead of passing to the disabled low pressure cylinder. If, on the other hand, one of the high pressure cylinders, or its associated mechanism, is disabled, its cutout valve 32 is closed, and the adjacent emergency valve 36 is opened. The high pressure cylinder will thus be cut out, but the low pressure cylinder will be supplied with live steam, the pressure of which has been reduced by the reducing valve 37. It will be obvious that by the described arrangement ofsteam connections at each side of the locomotive, all of the cylinders may be utilized compoundly for the propulsion of the engine, and that either or any of thecylinders may be utilized independently of any vother or.

others which may be out of service.

Another feature of the invention contemplates the provision of means for supplying both the high and low pressure cylinders with live steam when the throttle is opened to start the locomotive either forward or back with the reversing lever in full gear. To ob- IOO IOS

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tain this end, I provide an auxiliary steam primary reversing lever 45.

pipe 38 extending from the vertical arm of the dry pipe 26, and communicating with the valve chests of the low pressure cylinders, as for instance, by having a branched lower end connected to the pipes 33 (see Figs. 2, 3 and 4) adjacent to said cylinders- In the pipe 38 is located a three-way auxiliary valve 39, the arm 40 of which is connected by a link 41 with one end of a lever 42 fulcrumed intermediate of its ends, as indicated at 43 (see Fig. 5), and connected at its opposite extremity by a connecting rod 44 with a -primary reversing lever 45, mounted as usual in the cab of the locomotive.

When the reversing lever 45 is thrown in full gear, either forward or backward, the auxiliary valve 39 is opened, and therefore, when the throttle valve 274 is opened by the manipulation of the throttle lever 30, live steam will not only be supplied to the high pressure cylinders, but will also be supplied directly to the low pressure cylinders to increase the tractive power of the locomotive, as for instance, in starting heavy trains. It will, of course, be understood thatithe primary reversing lever will, ordinarily, be moved out of full gear as soon as the engine has made a half revolution. This movement of the lever will cause the auxiliary valve to cut off the supply of live steam to the low pressure cylinders, as the continuance of such supply is unnecessary after the exhaust from the high pressure cylinders becomes effective for compounding.

Still another feature of the invention resides in the provision of novel means for controlling and regulating the supply of steam to the high and low pressure cylinders. For the valves 46 of the high ressure cylinders, I provide a link-motion valpve gear 47 operated from the second driving axle 9, and for the valves 48 of the low pressure cylinders, I provide a separate link-motion valve gear 49 operated from the Jfront driving axle 8. These valve gears 47 and 49 are of ordinary construction, each comprising eccentric 50, forward and back eccentric rods 51 and 52, a link 53, and a rocker 54 connected at its lower end to the link and at its upper end to the high or low

pressure valve rods

55 or 56. Each of the valve gears also comprehends a link lifter 57 connected to a tumbling shaft arm 58 extending from a tumbling shaft 59. The tumbling shaft of the high pressure valve gear 47 is prouided with a tumbling shaft lever 60 and the tumbling shaft of the low pressure valve gear 49 is provided with a similar lever 61. The lever 6() is connected to the primary reversing lever 45 by means of a reach rod 63, and the tumbling shaft lever 61 of the low pressure valve gear is similarly connected by a reach rod 62 with what may be termed an auxiliary reversing lever 64, associated and movable with the l The primary and auxiliary reversing levers may be considered as twin levers for the reason that, while they are designed to have limited relative movement, they are adapted to swing in unison for the major portion of their throw. They may also be viewed as sections of the same lever for the reasons just stated, and for the further reason that they perform the same function, although in connection with different pairs of valves.

The reason for the employment of sepa` rate valve gears connected with reversing levers or lever sections, capable of slight relative movement, is that the greatest economic efliciency in compounding makes it essential `to provide means for the independent adjustment of the cutoif of the high and low pressure cylinders. In other words, there is a certain ratio of steam volume to be maintained between the two cylinders according to the speed at which theengine is running and the weight of the train being hauled, and by providing independent valve gears and reversing levers, a variable adjustmentof the valve gears may be effected at the discretion of the engineer in charge. For the urpose of limiting .the relative movement ofp the reversing levers, the rimary lever 45 is preferablyprovided wit a detachable stop bar 65 provided with

stops

66 and 67 projecting laterally therefrom to engage the lever 64,

This stop device will determine the variation of movement of the levers under ordinary conditions, but may be quickly detached,

lshould it be desired to increase the range of relative movement or to leave one of the levers located in a fixed position, as for instance should one pair of cylinders be out of service. Each of the reversing

levers

45 and 64 is provided with its individual toothed quadrant68 and spring latch 69 (see Fig. 7).

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Since the operations of the various constructions described have been fully recited, reiteration is deemed to be unnecessary. It should be distinctly understood, however, that while the illustrated embodiment of the invention is thought at this time to be preferable, I reserve the right to effect such changes, modifications and variations thereof as may fall fairly within the scope of the protection prayed.

What I claim is l. In a locomotive, the combination with high and low pressure cylinders and separate valve gears therefor, of an auxiliary steam pipe for leadingl live steam to the low pressure cylinder in starting, a starting valve in said pipe, a reversing lever, connections whereby the reversing lever effects the differential adjustment of the separate valve gears, and means operatively connecting the reversing lever with the starting valve.

2. In a locomotive, the combination with high and low pressure cylinders, their valves and separate valve gears, of separate driving means for the respective valve gears, a sectional reversing lever, means connecting each section of the lever With one of the valve gears, means for causing the sections of the reversing leverl to move in unison after limited relative movement thereof, an auxiliary pipe for leading live steam to the loW pressure cylinder, a starting valve in said pipe, and a connection between the starting valve and one section oi" the reversing lever.

3. The combination With high and loW pressure cylinders, their valves and separate valve gears, of a reversing lever comprising relatively movable sections, each having operative connection With one of the valve gears, means tor leading steam to the high pressure cylinder and thence to the lo vv pressure cylinder, and an auxiliary pipe for lead- `ing live steam to the low pressure cylinder, an auxiliaryT valve in said pipe, and means operatively connecting the auxiliary valve With one section of the reversing lever.

4. The combination With a locomotive frame, of a pair of high pressure cylinders and a pair of low pressure cylinders mounted on the frame, means for leading steam to each high pressure cylinder and thence to a loW pressure cylinder, an emergency exhaust for each high pressure cylinder, means for leading live steam directly to each` loW pressure cylinder, valves controlling the various steam passages to enable each high pressure cylinder to be used in compound or to permit the use ol any cylinder or cylinders independently of any other or others, a high pressure valve gear, a separate loW pressure valve gear, a reversing lever connected to both valve gears, an auxiliary pipe for leading live steam to the low pressure cylinders in starting, an auxiliary valve in said pipe, and a connection between the auxiliary valve and the reversing lever.

In testimony, that I claim the foregoing as my oWn, I have hereto affixed my signature in the presence of tWo Witnesses.

VILSON E. SYMONS.

Witnesses:

STEPHEN D. HEYWARD, J. H. BEGGs.