US990840A - Cylinder-saddle for locomotive-engines. - Google Patents

Description

F. J. GOLB.

CYLINDER SADDLE FOR LOGOMOTIVE ENGINES.

APPLIQATION FILED JAN.23.1911.

Patented May 2, 1911.

3 SHEETS-SHEET 1.

E. J. COLE.

CYLINDER SADDLE FOR LOOOMOTIVE ENGINES.

APPLICATION EILED .TAN.23. 1911.

Patented May 2, 1911,

3' SHEETS-SHEET 2.

WITNESS P. J. GOLE. CYLINDER SADDLE FOR LOOOMOTIVE ENGINES.

n APPLICATION FILED JAN. 23, 1911. \L'Rilk Patented May 2, 1911.

3 SHBBTSSHEET 3.

- FIGLEOL" UNITED STATES PATENT OFFICEo FRANCIS J. COLE, F SCHENECTADX, NEW YORK.

Specification of Letters yatent.

Application filed January 23, 1911. Serial No. 604,140.

To all whom it may concern:

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

Theobject of my invention is to provide an improved construction of locomotive cyl inder saddles and means for the connection of the main steam supply pipe or dry pipe of a locomotive engine, with the valve chests thereof, which shall be of simple and inexpensive construction and readily applicable in locomotives of the various present standard types, and by the ap lication of which the construction of the cylinder saddles may be simplified and economized and their durability enhanced, and, further, the steaming capacity of the boiler may be promoted by a substantial reduction of the obstruction to draft through the smoke box which is presented with steam pipes of the ordinary construction.

The improvement claimed is hereinafter fully set forth.

in the accompanying drawings: Figure 1 is a front view, partly in section, of a l.oco-' motive boiler and cylinder saddles, illustrating an embodiment of myinvention; Fig. 2; a side View, in elevation, of one of the half saddle cylinders; Figs. 3 and '4, transverse sections through one of the cylinder saddles, illustrating diil'erent forms'of exhaust steam passages therein; Fig, 5, a side view, in elevation, of the forward portion of a locomotive and of the right hand cylinder saddle thereof, showing a structural modification; Fig. 6, a view, partly in front elevation and partly in section, of the same; Fig. :7, a side view, in elevation, of one of the sections of an air joint casing; Fig. 8, a face View of the same; Fig. 0, a. bottom view of the same; Figs. 10 and i1, longitudinal sections through portirns of steam pipes and their casings, showing different forms of air joint appliances; and, Figs. 12 and 13, half bottom views of the steam pipe casings of Figs. 10 and 11.

In present standard practice, the smoke box, which constitutes the forward end por tion of a locomotive boiler, is ordinarily of cylindrical form, and is secured to and sup,

ported upon a pair of half saddle cylinders, which are bolted together on the longitudinal central plane of the locomotive and are segmentally recessed at. top to the radius of the outside diameter of the smoke box, to

ter is seated. The half saddle cylinders are having live steam and exhaust steam passages, a cylinder barrel, and generally also a valve chest barrel, cored within it, and conununicat-ion between the valve chests, whether cast integral with the saddle castings or separate therefrom, and the main steam supplypipe or dry pipe of the boiler, is established through branch steam pipes located inside the smoke box. B'y reason of the complication of the steam passages and the intricacy of thecoring, it is, in the first place, diflicult to make these half saddle cylinders of any other metal than cast iron, and further the construction above described is subjectv particularly when used' with superheated steam, to practical objections, among which are that the live steam passages in the half saddles are a source of weakness. rendering them extremely liable to breakage by the effects of expansion and contractioi'i due to the great range of (littermice of temperature between the steam in the live steam passages, which may be as high as 650 degrees Fahrenheit, and the external air, which may be, in the northwestern territory, as low as 40 or 50 degrees below zero. Again. the steam pipes which lead through the inside of the smoke box to the live steam passages of the half saddles, oo-u y a considerable percentage of the cross sectional area of the smoke box below the spark a rrcsting appliances, and correspondingly obstruct the free passage ofthe prod nets of combustion to the stack, and require an increase of exhaust blast and resultant back pressure, to afford the-requisite draft.

My invention is designed to substantially overcome the objections above stated, as well as to'enable cast steel to be desirably utilized as a material for the manufacture of ha f saddle cylinders.

In the practice of my invention, I provide a pair of what are known, as entireties, as half saddle cylinders, these being two members, which are ordinarily counterparts, each comprising a saddle portion, 12, having a curved bed or seat. 12, on its top, at one sidc,.a.nd a steam cylinder, 12, and superposed distribution valve chest, 12", on the opposite side. The two members are fin- Patented May 2, 1911.

form a saddle or bed plate on which the latlarge, heavy, and complicated castings, each ished on their meeting faces,,and.are secured I together by. bolts passing through flanges,

12 adjoining said faces. \Vhen so connected, the beds, 12, form a segmental seat,

upon which the smoke box, 4, of the locomotive boiler, rests, and to which it is bolted. An exhaust steam passage, 14, (one or more) extends from each valve chest, 12", to'the top of the saddle portion, and an'exhaust .pipe, 64, is bolted to the saddle portions,

above the upper openings.

The live steam passages which are ordi-.

narily cored in half saddlecylinder castings, are wholly dispensed with, and'in lieu thereof, the valve chests communicate with the main steam supply pipe or dry pipe, through branch steam pipes. 63, which are connected, attheir lower ends, to ne cks or short live steam passages, 12, pro ecting from the tops of the valve chests. 12, and

thn'itextend upwardly into the smoke box, 4, within which their upper ends are conv nected to the T head, 62, which is secured of the live steam passages, enables them,

under my invention, to be readily made of cast steel, and great. reduction of their weight to be effected, as the necessary strength can be afforded without the use of' the extremely heavy walls and sections requircd' in iron castings. Inasmuch as steel is capable of much greater endurance of extremes of temperature than iron, cylinder saddles formed of cast steelare practically indestructible. The wearing surfaces of the cylinders and valve chests of steel castings should be protected by bushings of cast iron, cast steel not beingas well adapted for frictional surfaces, and when these bushings become worn, they can be readily and inexpensively renewed, and the life of the half saddle cylinder be thus indefinitely prolonged. In order to facilitate the molding of half saddle cylinders of-cas't steel, and the removal of the cores after they are cast, openings, 12, are formed in them by suitable cores, said openings being closed, after the castings are made, by removable cover plates.

The distribution valve chests, 12", are, in the instance exemplified, adapted for t-he'u'se 6 of piston valves of the in-side admission type, and the exhaust steam passages of the half saddle cylinders are consequently bi-- 'furcated, leading out of the valve chests adjacent to their opposite ends, and uniting to a connection with the exhaust pipe in or near the central transverse plane of the saddle portion, as shown in Figs. 3 and 4..

Fig. 3 shows a bifurcated exhaust passage of substantially the ordinary form, in which the branches of the exhaust steam passages are inwardly curved from their junction with the valve chest to a straight central terminal portion extending for somewhat lesst-han half the distance from the inner face of the half saddle cylinder to the valve chest. It will be seen that while this form of exhaust steam passage is practicable. the removal of the cores cannot be very readily effected. In order to facilitate casting and admit of cleaning out the hard baked cores which are necessary for making steel cast-' mgs, the branches ofthe exhaust steam passage are preferably, as shown in Fig. 4, inwardly inclined for a substantial distance from the valve chest, and passages are formed on the ends of the saddle portion, near the ends of the inclined branches, which passages are, after the casting is made, closed by plugs, 12. the inner ends of which are inclined in conformity with the exhaust passages. In order to properly direct the flow of the exhaust steam and prevent cross currents, a separable V shaped dividing piece, 12 is fitted in the central portionof the exhaust steam passage, between the end openings, and between the terminals of the inclined branches of the exhaust steam passage.

The lower ends of the branch steam pi pcs. G3, are bolted to flanges on the necks. 12, of the distribution valve chests, ball joint rings, 63, being interposed. t-o'form tight joints. with the capacity ofa' limited degree of relative movcmcntof the steam pipes .and valve chests, and the upwardly extending stcanrpipes pass freely throughopenings in the sides of the smoke box, leakage of air thereinto being prevented by suitable packing or jointappliances. as hereinafter described. Inthe case of locomotives using saturated steam, the branch steam pipes extend to the T head, 62, as shown in' Fig. 6,

their upper ends being bolted to the latter and ball joint rings being interposed in the ordinary manner. In orderto protect the exterior portions of the steam pipes from the cooling action of the atmosphere, they are inclosed'in sheet metal casings, 15, which extend from the half saddle castings to the outside of the smoke box, and may be provided withlagging of any suitable and preferred material which is a non-conducto of heat. The steam pipes are of substantially similar form in locomotives fitted with superheating appliances of the type having shown as formed in a single piece, having a headers located near the top of the smoke box, and in locomotives having the side header types of superheaters, are made of shorter length and are connected, at their upper ends to the superheated steam compartments of the side headers. As shown in the drawii s, the branch steam pipes, (33 are formed of cast metal throughout, but it will be obvious that, if'preferred, their bodies may be of wrought iron or steel pipe, and provided with east end sections or connections to the T head and valve chests.

its shown in Figs. 5" to 9 incluslve, the branch steam pipes, (33, are inclosed, at and adjoining the outside of the smoke box, 4;, in air joint casings, 16,'wh1ch are formed 1n two halves, secured together by bolts, so as to be readily fitted around and removed from the steam pipes. Said pipesfit truly inopenings in the bottoms of the casings, and an suitable packing or gasket may be fitted t ercin around the pipes Figs. 10 to 12 illustrate details of the special means provided for effecting the mportant function of insuring air tlght oints between the branch steam pipes and the -smoke box, without interfering with the capability of ready removal and replace-' ment of the steam pipes whisnevcriequired. The joint casmgs, 16, are, in these instances,

flange, 16*, at its top, curved in correspondence withthe outside of the smoke box, to which it is secured by bolts passing through said flange. As shown in Figs. 10 and 12, the bottom of the joint casing is closed by a packing box, 17, formed in two separable. sections, and secured to the casing by bolts, 17, said box providing'an annular chamber, 17*, around the steam pipe, for the reception of any suitable and preferred packing. In the structural modification shown in Figs. 11 and 13, the packing chamber is open at its outer end, and forms a stufling box, with in which packing is placed and is compressed as required. by a two part gland or follower, 17 and bolts, 17. x

l claim as my invention and desire to secure by Letters Patent a 1. A half saddle cylinder for locomotive engines, comprising, in an integral casting, a saddle or supporting portion, a cylinder barrel, a distribution valve chest communicating with the cylinder barrel, an exhaust steam passage leading from said valve chest to an exhaust pipe seat on the saddle portion, and a live steam supply passage in said steam chest for the connection of a steam supply pipe independently of and exterior to the half saddle cylinder, said casting having end openings for the removal of cores.

2. A half saddle cylinder for locomotive engines, comprising a saddle or supporting portion, a. cylinder barrel, :1 distribution valve chest communicating with the cylinder nected to the valve chest and leading therebarrel, "an exhaust steam passage leading from said valve chest to an exhaust pipe seat on the saddle portion, a live steam sup-' 3. A half saddle cylinder for locomotive engines, comprising a saddle or supporting porticn, a cylinder barrel, a distribution valve chest communicating with the cylinder barrel, a bifurcated exhaust steam passage leading from said valve chest to an exhaust valve seat on the saddle portion, passages leading from the branches of the exhaust passage through'the end walls of the saddle portion, plugs closing said passages and having their inner ends inclined in conformity with saidlbranches, and a. live steam supply passage in the valve chest for the connection of a steam supply pipe independently of and exterior to tho-half saddle cylinder. 4. The combination, with a, locomotive boiler, of a half'saddle cylinder having a saddle or supporting 'rtion, a cylinder barrel and an integral istribution valve chest communicating with said barrel, and an exhaust steam passageleading from the valve chest to an exhaust pipe seat on the saddle portion, and a steam supply pipe con nected to the valvechest and leading therefrom, exterior to the half saddle cylinder andv through the smoke box of the boiler, to a communication with the main steam supply pipe thereof.

5. The combination, with a locomotive portion, a steam supply pipe connected to the valve chest'and leading therefrom, exterior to the half saddle cylinder and through the smoke box of the boiler, to a communication with the main steam supply pipe thereof, an air joint casing inclosing the steam supply pipe at and ad oining the outside of a smoke-box, and a separable packing box surrounding the steam supply pipe and closing the lower endof the air joint casing.

6. The combination, with a locomotive boiler, of a half saddle cylinder having a saddle or supporting portion, a cylinder barrel and an integral distribution valve chest communicating with said barrel, and an exhaust steam passage leadingfrom the valve chest to an exhaust pipe seat on the saddleportion, a steam supply pipe coir,

from exterior to-the half'saddle- -cylinder fittirig around the steam supply pipe and and through the smoke box of the boiler, to closmg'the lower end of the axr jomt easing. abommum'cation with the main steam sup-' FRANCIS COLE ply ipe thereof, anair joint casing surroun ing the steam supply plpe and having Witnesses a flange on its upper end secured to the FRANK F. Scovnme, smoke box, and "a separable packing box j W. TYLER.

copies of this patent maybe obtained for five oenfs each, byaddressing the "Commissioner of Patents.

Washington, D. 0.

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