US936198A - Locomotive. - Google Patents

Description

s. M. VAUGLAIN.

eooMo'z'r'v'x-z. APPLICATION FILED JULY 15, 1909.

Patentefi W15,

S. M. VAUGLAIN.

LOGOMOTIVE.

APPLICATION rum) JULY 15, 1909.

Patented Oct. 5, 3.909.v

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1w amid UNITED s'rairss rnrnnr QFFICE.

SAMUEL M. VAUGLAIN, OF PHILADELPHIA, PENNSYLVANIA, ASSIGNOR T BALDWIN LOCOMOTIVE WORKS, OF PHILADELPHIA, PENNSYLVANIA, A CORPORATION OF PENNSYLVANIA.

LOCOMGTIVE.

Specification of Letters Patent.

Patented Oct. 5, 1909.

Application filed July 15, 1903. Serial No. 507,740.

' ments in the forward ,frame and cylinders ited, owing to the fact that the ,main frame usually extendedifrom one end of the loco- "motivate the other and the cylinder was of a locomotive, especially of the articulated compound type, in which two frames are pivoted together; the rear frame carrying the one set of cylinders and the forward frame carrying the other set of cylinders. Heretofore, in locomotives of this type, the size of the low pressure cylinder was limmade in a single piece with its saddlef By my invention I discontinue the main frame at the rear of the forward cylinders. The invention can be applied to an ordinary locomotive if desired.

The object of my invention is to increase the diameter of the cylinders without increasing the width of the lcomotive, and thisobject I attain by discontinuing the main frame and utilizing the intermediate frame which supports the cylinders and the bumper and bumper frames, and also forms the steam passage to the said cylinders.

In the accompanyin drawings :--Figure '1,-is a side view of sufficient of the forward end of a locomotive to illustrate my invention; Fig. 2, is an end View looking in the direction of the arrow, Fig. 1; Fig.3, is a transverse sectional view on the line 83, Fig. 5; Fig. 4, is a plan view of the cylinder and framework; theboiler being omitted; and Fig. 5,'is a longitudinal sectional view on theline 55, Fig. 4.

In locomotives to which my inventi n is particularly adapted the forward and rear frames are pivoted together and the boiler is rigidly mounted on the rear frame and overhangs the forward frame. The high a pressure cylinders are mounted, int-he present instance, on the forward end of the rear frame and co nected to the driving -axles mounted 111 boxes on the said rear frame. The forward frame, inthis instance, carries the low pressure cylinders which are forward frame and the steam connections are carried from the boiler, first to the high pressure cylinders on the rear frame, then to the lowpressure cylinders on the forward frame, either direct or through a re-hea'ter. This type of engine is known as an articulated compound engine and these engines have been gradually increasing in size, but the low pressure cylinders have to be limited in diameter owing to the fact that the builders are limited to a given width.

.By my invention I am enabled to keep within the width prescribed and yet inconnectedto axles adapted to boxes in the crease the diameter of the cylinders without weakening the structure and without overhanging the parts beyond the limit.

, A, A are two sidemembers of the main frame of the locomotive, B, B are the low pressure cylinders, one situated on each side of the locomotive as shown, and D' is an intermediate frame which is rigidlysecured to the main frames A, A and the bumper frame E carrying the bumper E, to which is also firmly attached the two cylinders 13, B. The frame I) at the point between the cylinders is much narrower than the main frame A, consequentlythe cylinders can be set back nearer the center of'the engine than if the main frame was continued on past the cylinders. This setting back of the cylinders enables me to considerably increase the diameter of the cylinders without increasing the width of the locomotive. The cylinders are not provided with saddles asin the ordinary type, but 1111 3 flanges Z), I) which are firmly bolted to flanges d on the frame D, as illustrated in Figs. 3

and 4. The bumper frame E has a reduced portion 6. extending between the arms I),

and this bumper frame is bolted securely to these arms, as well as to the body portion of the frame I), as clearly illustrated in Figs. 4i and 5; keys e being used at the interlocking points. The bumper E can be made of any type desired, either of metal, asshown,

or of wood.

The arms D of the frame D extend rear-.

mediate frame D; suitable webs and braces being used to strengthen the frame so that this portion of the locomotive will be as sub stantial as if the main frame extended the full length of the locomotive.

In some instance; I may make the intermediate frame D simply a continuation of the main frame, but I prefer to utilize it also as a means of forming communication between the steam supply pipe leading from the high pressure cylinders. This enables me to increase the strength of the frame and at the same time condense the parts so as to make the forward portion of the engine less cumbersome than heretofore.

G is the boiler of the locomotive and G is the smoke box'section of the boiler.

F is a pipe for supplying steam to the low pressure cylinders and is connected either directly with the high pressure cylinders or indirectly through a superheater.

The pipe F is connected to the rear end of the frame D and has a flexible section F which allows the forward frame of the locomotive to move independently of the boiler.

In the frame D is a steam passage n which communicates with the pipe F and with lateral pipes at leading to the valve chest 13 of the cylinders B, as illustrated in Fig. 3; the valves being omitted in this drawing to avoid confusion.

M is the exhaust pipe leading from the exhaust passages of the valve chamber B and communicating with a pipe M which enters the smoke box G of the boiler. This pipe M has a flexible section M The valve mechanism and other parts illustrated in Fig. l, as well as the truck illustrated in Fig. 2, form no part of my present invention and, therefore, 1 have not described them.

It will be seen by the above construction that I reduce the width of the supporting frame of the locomotive. Thus I am enabled to increase the diameter of the cylinders Without increasing the width of the locomotive and I utilize the intermediate frame as a passage for the steam entering the low pressure cylinders.

"WVhile my invention is shown especially adapted to the forward end of an articulated locomotive, it may be a plied to the rear frame, or to the frame of an ordinary locomotive where it is desired to use large cylin- 'dersor to set the cylinders closer to each other than heretofore. a

I claim 1. The combination of-the main frame of a locomotive, an intermediate frame coupled th the main frame and less in width than the main frame, with cylinders secured to the intermediate frame.

2'. The combination ofthe main fi'ame of 'a locomotive, an intermediate frame less in width than the main frame, and cylinderssecured to the intermediate frame a point beyond the end of the main frame whereby the cylinders can be increased in diameter without increasing the width of theilocomotive.

3. The combination of a main frame of a locomotive, an intermediate frame, a cylinder secured to each side of the intermediate frame beyond the end of the main frame,

and a bumper frame secured to the forward end of the intermediate frame.

4. The combination of a main frame of a locomotive, an intermediate frame less in width than the main frame and having rearwardly extending arms secured to the side members of the main frame, said intermediate frame having forward arms, a bumper frame mounted between said forward arms and secured thereto, with a cylinder on each side of the intermediate frame beyond the end of the main frame and rigidly secured to said intermediate frame.

5. The combination of a main frame, an intermediate frame less in width than the main frame, a cylinder secured to each side of the intermediate frame beyond the ends of the main frame, a steam passage in said intermediate frame, and a pipe communicating with said passage, said passage also communicating with the steam chests of the cylinders.

6. The combination of the main frame of a locomotive, an intermediate frame less in width than the main frame and connected rigidly to the main frame and forming a continuation thereof, a cylinder secured rigidly to each side of the intermediate frame, a passage in the intermediate frame, a steam supply pipe leading to said passage, branch pipes connecting said passage-with the'valve chests of the cylinders, and a bumper casting secured to the forward end of the intermediate frame. i

7 The combination of the main frame of a locomotive having two side members, each side member being recessed, an intermediate frame having rearwardly projecting arms adapted to the recesses in the side members of the main frame, means for rigidly securing the intermediate frame to the side mem bers of the main frame, said intermediate frame being less in width than the main frame, two cylinders having flanges, means for securing the flange of one cylinder to one side of the intermediate frame, means for securing the flange of the other cylinder to the opposite side of the intermediate frame, a bumper frame secured to the forward end of the intermediate frame, a steam passage in the intermediate frame, a flexible steam supply pipe communicating with said steam passage in the intermediate frame, steam branch pipes forming communication be tween the steam space and the steam chests of the-cylinders, an exhaust pipe communieating with both steam chests, and a flexible ipe connected to theexhaust pipe and leadmg to the steam nozzle within the boiler.

8. The combination of the main frame of a'locomotive having two side members, each member belng recessed at the lnner s1de,.an

intermediate frame, cylinders carried thereby and having arms'adapted to the recess, wedges between the two parts, and means 'for securing said parts together.

ing recessed and the intermediate frame having portions adapted to the recesses, wedges between the main frame and the intermediate frame, bolts securing the frames together, a bumper frame, means for securing 20 the said bumper frame to the intermediate frame, and Wedges between the bumper frame and the intermediate frame.

In testimony whereof, I have signed my name to'this specification, in the presence of 2 two subscribing Witnesses.

SAMUEL M. VAUCLAIN.

Witnesses:

LEWIS W. Me'rzenn, H. V. WILLE.

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