US9078A - Locomotive-ebtgilire - Google Patents

Description

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H. R. REMSEN AND P. M. HUTTON, OF TROY, NEW YORK.

LOCOMOTIVE-ENGINE.

Specification of Letters Patent No. 9,078, dated June 29, 1852.

To all whom 'it may concern:

Be it known that we, HENRY R. REMSEN and P. M. HUTToN, of Troy, in the county of Rensselaer and State of New York, have invented certain new and useful Improvements in Locomotive-Engines; and we do hereby declare that the following is a full, clear, and exact description of the same, reference being had to the accompanying drawings, forming part of this specification, in which- Figure l, is a side elevation of a locomotive engine constructed according to our improvements. Fig. 2, is a longitudinal vertical section of the same. Fig. 3, is a plan of the working parts of the engine, the boiler being removed to show them. Fig. 4, is a sectional plan of the boiler. Fig. 5, is a front view of the cylinders and transverse section of the smoke box, showing the arrangement of the steam and exhaust pipes.

Similar letters of reference indicate corresponding parts in each of the several figures.

This invention relates to the employment in a locomotive engine, of three cylinders whose cranks are arranged at angles to each other of about 1200 with valves, valve chests, steam and escape pipes so arranged as only to admit steam to one side of the pistons when the locomotive is advancing, and the other side when it is backing, the reversal being accomplished by such change of the operation of the steam without recourse to any of the ordinary means of reversal.

To enable those skilled in the art to make and use our invention we will proceed to describe fully its construction and operation.

A, is the horizontal framing, and B, the boiler.

C, is the driving axle which has a Crank D, at the middle of its length.

E, E, are the driving wheels. One driving wheel carries a crank pin a, and the other a crank pin b; these crank pins and the crank pin c, of the crank D, are so placed that right lines drawn through them intersecting the axis of C, will form three angles of 1200. The position of the crank pins is best seen in Fig. l.

F, F, F2, are the cylinders. Only one piston Gr, is shown in the drawings, viz., that of F, in section Fig. 2.

H, H, H2, are the piston rods; I, I', I2 the cross heads; z', i, i', z", 2, 2, their guides; J, J, J2, the shackle bars.

K, K, K and K', K, K are the valve boxes or steam chests; d, cl, cl2 d3, d4, and d5, the valves; and e, e, e2, the valve rods.

L, L, L2, are the eccentrics, and f, f', f2, their rods.

g, g, g2 are the rocking shafts through which the valves are operated, carrying each two arms L and L; to the arms h, the eccentric rods are connected, and to those L, the valve rods are connected.

In each valve box K, there are two ports, a steam port j, and an exhaust port c, the steam port leading to the front end of the cylinder, and the exhaust port to the chimney; and in each valve box K, there also two ports, a steam port j', and exhaust port c, the steam port leading to the back end of the cylinder and the exhaust to the chimney; these ports and their passages are best shown in Fig. 2, but some are visible in Fig. 3; the positions of those ports which are covered by the valves are indicated in the latter figure in dotted lines. The valve rod works the two valves of one cylinder passing from one valve box to the other, through a stuffing box or its equivalent.

L, L are the main steam pipes which run along the upper part of the boiler, through the front end of the boiler into the smoke box O, in which each branches off into three smaller pipes; the three branches Z, m, a, of L, lead to the front valve boxes K, K, K, and the three branches Z, m, and a, lead to back valve boxes K, K', K the pipes m, and m leading into the valve boxes of the middle cylinder connect to the cover of the boxes, but those leading to the valve boxes of the outer cylinder connect with passage boxes, N, N, in which are suitable passages leading to the valve boxes. The passages leading from the exhaust ports of the outer cylinder are in the passage boxes N, N, and those leading to the middle cylinder are in a passage box N; all the passage boxes are secured to the sides of the valve boxes. The three exhaust pipes 0, p, and g,

leading from the front valve boxes, and the three o', p and g, from the back valve boxes-are connected to the passage boxes N, N, and N, N', and lead upward toward the chimney.

The mouths 1', 1', of the pipes L, and L, are. furnished with slide valves s, and s', whose rods t, pass through the back end of the boiler and are connected to levers u, and u', which are placed in a convenient position to be operated upon by the engineer who opens either by drawing the valve toward him and closes the other by pushing it from him.

The operation of the engine is as follows-In the drawing the valve s, in the steam pipe L, is shown closedand the valve s', in the steam pipe L, open; the steam is thus only admitted to the valve boxes K, K', and at the back of the pistons; this according to the arrangement of eccentrics and valve gear shown, drives the engine forward. The cylinder F, which is the only one Whose crank is above the center, is the only one in which the steam is-now acting, as will be seen by referring to Fig. 3, that being the only one whose steam ports are open; the piston of the cylinder F, has just reached the end ofits forward stroke and its port-s are closed; and that of the cylinder F 2, is moving back, its ports also being closed. The crank pin a, upon which the piston of F, operates has made one third of the upper half of its revolution. Then it has made the next third of the upper half of its revolution the piston of F 2, will commence to operate on b, and until reaches the position now occupied by a, the pistons of F, and F2, will both be in operation; then for one third of the upper half of its revolution Z), will be the only one of the crank pins operated upon, after which the piston of F, will come into operation on c. It will be understood by the above description that for one sixth of the revolution of the driving wheels only one piston is in operation, and for the next sixth, twol pistons, and so on, but that while only one is in operation the crank upon which it operates, is passing through a portion of its revolution in which the power applied operates more favorably than while two are in operation, so that nearly the same pro pulsive effect is produced during every portion of the revolution.

Ve will now suppose it is desired to re'- verse the engine, the valve s', is pushed inward to close the mouth o,'of the pipe L', and the valve s, is pulled outward to open the mouth T', of the pipe L, and the steam is then admitted to the front ends of the cylinder; this turns the driving wheels in the proper Vdirection for running backward. Whether running forward or backward the crank pins are only acted upon by the steam during one half of their revolution, the pistons during the other half being moved by the crank pins.

Ve do not consider it necessary to de scribe more particularly the construction of the valves and arrangement of the ports nor to enter minutely into their operation as there is nothing peculiar in either, and any person familiar with the steam engine will Yunderstand them'. It is well to observe also that different arrangements might be made to answer the same purpose.

Our engine can be constructed more cheaply than the common locomotive, mainly on account of the complicated reversing gear being dispensed with, and we think it will last longer as the working will be easier and more regular owing to the constant and unifrom application of the power. The hand gear for controlling its operation or reversal 'is also decidedly more simple and convenient and could even he managed by a person totally inexperienced in such matters.

Vhat we claim as our invention and desire to secure by Letters Patent, is-

The combination in a locomotive engine, of three cylinders whose cranks are at angles of about 120, to each other, with valves, valve chests, escape pipes, and steam pipes provided with throttle valves substantially such as are herein described, whereby theY Vsteam acts only onone side of the pistons.

when the locomotive is advancing and upon the other when it is backing and the reversal is accomplished by such change in the operation of the steam without recourse to any of the ordinary means of reversal.

H. R. REMSEN. P. M. HUTTON.

Witnesses:

J. R. BALUN, C. V. KENYON.

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