Improvements in the Construction of Locomotives.
Year: 1891

page_text: Date of Application, 6th Aug., 1891
Complete Specification Left, 5th May, 1892-Accepted, 11th June, 1892
PROVISIONAL SPECIFICATION.
Improvements in the Construction of Locomotives.
We, LUCIEN GUINOTTE, Engineer, of Mariemont, VICTOR TERCELIN-MONJO,
Mechanic, of Rue du Haut-Bois, Mons and LEON WILMART, Mechanic, of 39
Rue de Palais, all in the Kingdom of Belgium, do hereby declare the nature of
this invention to be as follows:-
11
Among the causes directly opposing the action of locomotives, especially those
working at high speeds, and impeding their general use for railways of all
countries, the most serious is in the distribution of the steam for the cylinders,
the imperfect action of which prevents attaining speeds beyond certain limits,
and the efficiency of which is by no means proportional, in point of economy to
the large quantity of steam used.
A second cause lies in the insufficiency of stable jointing for the running parts
which should take curves and branches without strains or risk of leaving the rails.
The true locomotive for high speeds should be furnished with a distribution
which, consuming only the quantity of steam which is strictly necessary, always
works perfectly for the highest velocities, also with a running frame or bogie
having perfect stability combined with liberty of movement necessary to let the
locomotive run without danger along the sharpest curves and over the points.
It is a locomotive provided with these new improved arrangements giving
facilities for any desirable speed, which forms the object of this invention, and the
special construction of which is shewn in the accompanying drawings.
Fig. 1 is a longitudinal elevation of the locomotive with some parts shewn in
section;
Fig. 2 is a half plan partly in section ;
Figure 3 is a half transverse section and half elevation of the cylinders and
distributing organs
Fig. 4 is a side view of one cylinder and its flanges for fixing;
Fig. 5 is a plan of the sleeve carrying cams working the valves of both
cylinders;
Fig. 6 is a side view and
Fig. 7 is a plan shewing the bevil gear for working the cam shaft.
In imputing to the distributions of locomotives now in use the faults to which
they are subject when working at high speed it is desirable to examine closely
into the causes of the imperfect working of these mechanisms. In the first place
it is known that distribution by slide-valve has never the same precision in
working as a distribution by valves opening at once the whole area for admission
or emission instead of opening it gradually as a slide does. Again, the working of
slide valves absorbs a great amount of power, especially in a locomotive where the
slide valves are not balanced, and present large surfaces with comparatively long
strokes to open. and close the ports which are of large area for the necessary
quantity of steam, all these conditions requiring eccentrics of very large diameter,
so that the working of the distribution alone absorbs a considerable fraction of
the total power of the locomotive. The working of these large parts is a very
serious obstacle to the realisation of very high speeds, and that for reasons which
need not here be detailed. The steam employed or absorbed for effecting the
distribution is therefore at first considerable loss to the efficiency, a loss which is
seriously increased by the irregular action of the slide valve resulting from the
shocks and relative movements of the axle carrying the eccentrics and the framing
to which the cylinders are fixed. These relative displacements of the axle and
framing are sometimes in the one direction sometimes in the other, causing opening

page_text: of the ports sometimes too great and too long in duration, sometimes too small and
too short, so that not only is there too great expenditure of steam producing loss of
efficiency, but also the working is irregular and the engine often tends to move
against itself.
If to this it be added that the reversal of the distribution, which may be absolutely
necessary when the brake does not act or acts too slowly, demands enormous effort
on the part of the driver, and can never be effected with sufficient speed, even if it
is not rendered impossible on account of the large parts to be moved, one must say
that it is truly surprising that up to this time slide valve distribution has been
retained in locomotives. This persistence may however be explained by considering
that derangement of a valve distribution irregularly worked would come about
more quickly and would in this respect render the defects greater than when slide
valves are used.
With the object of reducing to a certain extent the results of the weight of a
slide valve distribution, attempts have been made to substitute Corliss gear the
valves of which are in conditions more independent than shut off valves, and
certainly such gear has given better results, but nevertheless it is subject to derange-
ment and the cut off does not realise its economic results on account of the irregular
relation between the cylinders and the axle, which in certain cases may cause
fracture of some parts of this delicate mechanism.
It is therefore an essential question bearing on the regular working of any dis-
tribution gear applied to a locomotive, and on its giving all possible efficiency of
the steam used, that the relations between the motor organs on the axle and the
organs of distribution should be absolutely constant and precise as for a stationary
engine. On the other hand, it is evident that if this condition is attained, the most
delicate valve distribution may be applied to locomotives, as well as the heaviest
slide valve gear, and that its working will be faultless whatever be the running
speed, and that there will be no difficulty in rapid reversal. The application of
valve distribution to locomotives would therefore carry the construction of these
self-movers to the highest perfection, and this is realised in a happy manner by the
special new arrangements which form the object of our invention.
In applying valve distribution the cylinders may be placed either inside or out-
side the framing, the shaft A for working the valves being always placed between
the cylinders revolving in the centre line of the locomotive (Figs. 2, 3 and 5). As
shewn, each cylinder has 4 valves, two S for admission and two S¹ for emission
(Fig. 4). The valves are of the equilibrium kind, and are worked by 8 cams
symmetrically arranged in suitable positions on a sleeve M adjustable longitudinally
on the shaft A which drives it by keys c.
The two cylinders have altogether 4 admission and 4 emissiou valves, two of which
alternately opposite work always at a time; there are four cams to work the eight
valves, that is to say, two cams C for admission and two cams C₁ for emission each
operating two valves alternately. The cams act on arms K which as well as
levers L project from sleeves. D turning on two stationary spindles a a one on each
side of the shaft A and parallel to it. The levers L are connected by adjustable
links T to levers L', raising and lowering at suitable times the valves S S', and
then allowing them to close by action of springs R R¹. The edges of the admission
canis C are of gradual elliptic curvature acting on the rollers of the arms K, so as
to allow of increasing or diminishing at will the stroke or the duration of the
opening of the valves and consequently the admission of steam by moving the
steam M in the one direction or the other longitudinally, the elliptic curvature of
the cams thus making the movement of the arms K greater or less. It is not the
same with the emission cams C the curvature of which is constant as shewn in
Fig. 1 so as to keep the exhaust open during the whole stroke of the piston. It
is, to be noted that the cams C2 C3, the former for admission, the latter for emission
are placed on the sleeve M in direction alternately opposite to the cams C C¹ in
such a manner that they cannot interfere in moving the arms K when it is the
first set of cams that makes them act so as to move the engine forwards. But when

page_text: the sleeve M is moved lengthwise along the shaft A the second set of cams C² C³
act on the arms K making them advance or recede so that the valves S S¹ take
positions contrary to those which the cams C (³ make them occupy, and the engine
moves backwards.
It follows from this construction that the reversal of the engine requires only a
very small effort, the only resistance to be overcome being the force of the
springs R R on the valves, the friction of the cams on the rollers and of the sleeves
on the shaft, which are practically insensible. The use of a single shaft working
alternately by the same cams or prominences the distributing valves of both
cylinders is therefore a great advantage in respect of efficient working and
simplicity, especially for locomotives in which the two cylinders and their valves
are absolutely similar, and as there are 4 piston strokes for each revolution of
the axle, the 4 cams can be placed exactly a quarter round the sleeve. The
shaft A turns in bearings P, and the stationary spindles a a are held in eyes o in
the same casting with that having the bearings P (Figs. 1, 2, 3) the bases of which
are fixed on the cross frame E, while a third bearing is provided against a cross
frame T. The cross frame E consists of two brackets projecting from the
cylinders bolted together in the middle, so that all this portion of the mechanism.
constitutes a rigid body on which the moving parts work with precision at all times
whatever may
be the position of the locomotive, the cam shaft receiving always a
constant motion relatively to that of the driving axle. It is therefore indis-
pensable that the transmission gear from the axle to the shaft which works the
valves should be such that the rotation of the axle is always transmitted with
mathematical exactness without being affected by any shakes or shocks of the
engine. The transmission gear (Figs. 1, 2, 6 and 7) consists of two mitre pinions
of gun metal or other suitable material, the one X keyed on the driving axle, the
other Y on the end of a shaft A', the other end of which is connected by a universal
joint J to the shaft A. The end of A' carrying the pinion Y works in a bearing P¹
on a semicircular bracket Z the other end of which bears between collars on the
axle. Under these conditions it is obvious that whatever be the movements of the
cylinders and their valve gear relatively to the driving axle, the gearing X Y
is kept always unchanged in consequence of the bearing P being carried by the
bracket Z on the axle and so allowing no movement of the pinion away from
the axle, any lateral shaking being deadened by the universal joint J at the other
end of the shaft A'. A pair of mitre wheels being indispensable for transmitting
the rotation of the transverse driving axle directly to the longitudinal valve shaft,
there is only one way of keeping the two pinions unchanged in relative position of
their axes, by connecting the bearing P which carries the pinion of the shaft A.
rigidly to the driving axle by means of the bracket Z, or some equivalent arrange-
ment allowing the up and down movement by the jointing. The piston rods T"
and connecting rods B are situated on both sides of the valve shaft. The alterations
of movement of the valve gear are produced, as above mentioned by moving the
sleeve M lengthwise on the shaft A, these movements being imparted by a slide G
moving in a suitable guide G on a longitudinal plate fixed on the cross frame T²,
on which plate is fixed also the bearing N forming a pivot for the lever L' which
by means of a link B₁ moves the slide G¹, the lever L being connected by a rod to
a starting lever of the ordinary kind.
The running frame, particularly the bogie in front has a very great influence ou
the regular action of the locomotive and particularly when running on curves where
frequently the framing has to bend like whalebone which strains it out of shape at
last affecting prejudicially the running parts so as to tend to cause the locomotive to
leave the rails and to injure all the other parts. This results chiefly from the fact
that the axis of the locomotive is forced to follow the centre of the bogie, however
perfect be the construction of the bogie, provided the body of the locomotive is
rigidly connected to the bogie. In order to remedy this evil it suffices to give the
body of the locomotive freedom of lateral movement independently of the centre of
the bogie which follows the turning movement, so that the axis of the locomotive

page_text: can always freely follow all the movements of the running parts without being
obliged always to coincide with the axis connecting the centres of the driving axle
and the bogic.
This problem is solved with advantage by the system of bogie shewn by
Figs. 1 and 2, in which the essential part is characterised by the combination of the
moving frame with the pivot of rotation.
The moving frame consists of two pieces of which the table proper U has a dove-
tail guide transverse to the locomotive. To U and the side slips U is fixed the
second part U by bolts which pass through the side slips and serve at the same
time to fix the whole to a strong frame of plate attached to the smoke box. The
lower part of the table U is turned to form a circular pivot V which is carried on
a boss fixed on corresponding strong plate frame on the bogie which consists
of a suitable frame carried on the axles of the four running wheels and supported
by suitable springs. As a precaution the pivot V and its bearing are connected
by a perch pin W the head of which is sunk in the table U, and a key below the
bearing tightens it.
In these conditions it is obvious that when the locomotive comes to a curve, the
bogie readily follows it pivotting on V V₁, and the body of the locomotive, instead
of following this compulsory movement, moves transversely on the guides in the
direction opposite to that in which the centre of the bogie moves out of the line of
the axis of the locomotive, so that by this arrangement all strain is provided
against. The action is therefore more easy, the parts can no longer be deteriorated,
. and the risk of leaving the rails disappears in like degree.
Dated this 6th day of August 1891.
ABEL & IMKAY,
Agents for Applicants.
COMPLETE SPECIFICATION.
Improvements in the Construction of Locomotives.
We, LUCIEN GUINOTTE, Engineer, of the Mariemont, VICTOR TERCELIN-
MONJO, Mechanic, of Rue du Haut-Bois, Mons, and LEON WILMART, Mechanic,
of 39, Rue de Palais, all in the Kingdom of Belgium, do hereby declare the nature
of this invention and in what manner the same is to be performed, to be particularly
described and ascertained in and by the following statement :-
Among the causes directly opposing the action of locomotives, especially those
working at high speeds, and impeding their general use for railways of all countries,
the most serious is in the distribution of the steam for the cylinders, the imperfect
action of which prevents attaining speeds beyond certain limits, and the efficiency
of which is by no means proportional, in point of economy to the large quantity of
steam used.
A second cause lies in the insufficiency of stable jointing for the running parts
which should take curves and branches without strains or risk of leaving the rails.
The true locomotive for high speeds should be furnished with a distribution
which, consuming only the quantity of steam which is strictly necessary, always
works perfectly for the highest velocities, also with a running frame or bogie having
perfect stability combined with liberty of movement necessary to let the locomotive
run without danger along the sharpest curves and over the points.
It is a locomotive provided with these new improved arrangements giving
facilities for any desirable speed, which forms the object of this invention, and the
special construction of which is shewn in the drawings accompanying our Provisional
Specification.
Fig. 1 is a longitudinal elevation of the locomotive with some parts shewn in section;
Fig. 2 is a half plan partly in section,
Fig. 3 is a half transverse section and half elevation of the cylinders and dis-
tributing organs.

page_text: Fig. 5 is a plan of the sleeve carrying cams working the valves of both
cylinders;
Fig. 6 is a side view and Fig. 7 is a plan shewing the bevil gear for working the
cam shaft.
In imputing to the distributions of locomotives now in use the faults to which
they are subject when working at high speed it is desirable to examine closely into
the causes of the imperfect working of these mechanisms. In the first place it is
known that distribution by slide valve has never the same precision in working as
a distribution by valves opening at once the whole area for admission or emission
instead of opening it gradually as a slide docs. Again, the. working of slide valves
absorbs a great amount of power, especially in a locomotive where the slide valves
are not balanced, and present large surfaces with comparatively long strokes to open
and close the parts which are of large area for the necessary quantity of steam, all
these conditions requiring eccentrics of very large diameter, so that the working of
the distribution alone absorbs a considerable fraction of the total power of the
locomotive.
The working of these large parts is a very serious obstacle to the realisation of
very high speeds, and that for reasons which need not here be detailed. The steam
employed or absorbed for effecting the distribution is therefore at first considerable
loss to the efficiency, a loss which is seriously increased by the irregular action of
the slide valve resulting from the shocks and relative movements of the axle
carrying the eccentrics and the framing to which the cylinders are fixed. These
relative displacements of the axle and framing are sometimes in the one direction
sometimes in the other, causing opening of the ports sometimes too great and too
long in duration, sometimes too small and too short, so that not only is there too
great expenditure of steam producing loss of efficiency but also the working is
irregular and the engine often tends to move against itself.
If to this it be added that the reversal of the distribution, which may be
absolutely necessary when the brake does not act or acts too slowly, demands
enormous effort on the part of the driver and can never be effected with sufficient
speed, even if it is not rendered impossible on account of the large parts to be
moved, one must say that it is truly surprising that up to this time slide valve
distribution has been retained in locomotives.
This persistence may however be explained by considering that derangement of a
valve distribution irregularly worked would come about more quickly and would in
this respect render the defects greater than when slide valves are used.
With the object of reducing to a certain extent the results of the weight of a slide
valve distribution, attempts have been made to substitute Corliss gear the valves of
which are in conditions more independent than shut off valves, and certainly such
gear has given better results, but nevertheless it is subject to derangement and
the cut off does not realise its economic results on account of the irregular relation
between the cylinders and the axle, which in certain cases may cause fracture of
some parts of this delicate mechanism.
It is therefore an essential question bearing on the regular working of any
distribution gear applied to a locomotive, and on its giving all possible efficiency of
the steam used, that the relations between the motor organs on the axle and the
organs of distribution should be absolutely constant and precise as for a stationary
engine. On the other hand, it is evident that if this condition is attained, the most
delicate valve distribution may be applied to locomotives, as well as the heaviest
slide valve gear, and that its working will be faultless whatever be the running
speed, and that there will be no difficulty in rapid reversal. The application of
valve distribution to locomotives would therefore carry the construction of these
self movers to the highest perfection, and this is realised in a happy manner by the
special new arrangements which form the object of our invention.
In applying valve distribution the cylinders may be placed either inside or outside
the framing, the shaft A for working the valves being always placed between the

page_text: cylinders revolving in the centre line of the locomotive (Figs. 2, 3 and 5), As
shewn, each cylinder has four valves, two S for admission and two S¹ for emission
(Fig. 4). The valves are of the equilibrium kind, and are worked by 8 cams
symmetrically arranged in suitable positions on a sleeve M adjustable longitudinally
on the shaft A. which drives it by keys c.
The two cylinders have altogether 4 admission and 4 emission valves, two of
which alternately opposite work always at a time there are four cams to work the
eight valves, that is to say, two cams C for admission and two cams C' for emission
each operating two valves alternately. The cams act on arms K which as well as
levers L project from sleeves D turning on two stationary spindles a a one on each
side of the shaft A and parallel to it. The levers L are connected by adjustable
links T to levers L', raising and lowering at suitable times the valves S S', and
then allowing them to close by action of springs RR. The edges of the admission
cams C are of gradual elliptic curvature acting on the rollers of the arms K, so as
to allow of increasing or diminishing at will the stroke or the duration of the
opening of the valves and consequently the admission of steam by moving the
sleeve M in the one direction or the other longitudinally, the elliptic curvature of
the cams thus making the movement of the armis K greater or less.
It is not the
same with the emission cams C¹ the curvature of which is constant as shewn in
Fig. 3 so as to keep the exhaust open during the whole stroke of the piston. It is
to be noted that the cams C2, C3, the former for admission, the latter for emission
are placed on the sleeve M in direction alternately opposite to the cams C C¹ in
such a manner that they cannot interfere in moving the arms K when it is the first
set of cams that makes them act so as to move the engine forwards. But when the
sleeve M is moved lengthwise along the shaft A the second set of cams C2 C3 act
on the arms K making them advance or recede so that the valves S S' take
positions contrary to those which the cams C C' make them occupy, and the engine
moves backwards.
It follows from this construction that the reversal of the engine requires only a
very small effort, the only resistance to be overcome being the force of the
springs R R on the valves, the friction of the cams on the rollers and of the
sleeves on the shaft, which are practically insensible. The use of a single shaft
working alternately by the same cams or prominences the distributing valves of
both cylinders is therefore a great advantage in respect of efficient working and
simplicity, especially for locomotives in which the two cylinders and their valves
are absolutely similar, and as there are 4 piston strokes for each revolution of the
axle, the 4 cams can be placed exactly a quarter round the sleeve. The shaft A
turns in bearings P, and the stationary spindles a a are held in eyes in the
same casting with that having the bearings P (Figures 1, 2, 3) the bases of which
are fixed on the cross frame E, while a third bearing is provided against a cross
frame T The cross frame E consists of two brackets projecting from the
cylinders bolted together in the middle, so that all this portion of the mechanism
constitutes a rigid body on which the moving parts work with precision at all times
whatever may be the position of the locomotive, the cam shaft receiving always a
constant motion relatively to that of the driving axle. It is therefore indispensable.
that the transmission gear from the axle to the shaft which works the valves should
be such that the rotation of the axle is always transmitted with mathematical
exactness without being affected by any shakes or shocks of the engine. The
transmission gear (Figures 1, 2, 6 and 7, consists of two mitre pinions of gun metal
or other suitable material, the one X keyed on the driving axle, the other Y on the
end of a shaft A', the other end of which is connected by a universal joint J to the
.shaft A. The end of A¹ carrying the pinion Y works in a bearing P" on a semi-
circular bracket Z the other end of which bears between collars on the axle.
Under these conditions it is obvious that whatever be the movements of the
cylinders and their valve gear relatively to the driving axle, the gearing X Y is.
kept always unchanged in consequence of the bearing PI being carried by the
bracket Z on the axle and so allowing no movement of the pinion Y away from the

page_text: axle, any lateral shaking being deadened by the universal joint J at the other end
of the shaft A. A pair of mitre wheels being indispensable for transmitting the
rotation of the transverse driving axle directly to the longitudinal valve shaft, there
is only one way of keeping the two pinions unchanged in relative position of their
axes, by connecting the bearing P which carries the pinion of the shaft A rigidly
to the driving axle by means of the bracket Z, or some equivalent arrangement
allowing the up and down movement by the jointing. The piston rods T and
connecting rods B are situated on both sides of the valve shaft. The alterations of
movement of the valve gear are produced, as above mentioned by moving the
sleeve M lengthwise on the shaft A, these movements being imparted by a stide G
moving in a suitable guide on a longitudinal plate fixed on the cross frame T,
on which plate is fixed also the bearing N, forming a pivot for the lever L² which
by means of a link B' moves the slide G', the lever L being connected by a rod to
a starting lever of the ordinary kind.
The running frame, particularly the bogie in front has a very great influence on
the regular action of the locomotive and particularly when running on curves where
frequently the framing has to bend like whalebone which strains it out of shape at
last affecting prejudicially the running parts so as to tend to cause the locomotive
to leave the rails and to injure all the other parts. This results chiefly from the
fact that the axis of the locomotive is forced to follow the centre of the bogie,
however perfect be the construction of the bogie; provided the body of the
locomotive is rigidly connected to the bogic. In order to remedy this evil it
suffices to give the body of the locomotives freedom of lateral movement
independently of the centre of the bogie which follows the turning movement, so
that the axis of the locomotive can always freely follow all the movements of the
running parts without being obliged always to coincide with the axis connecting
the centres of the driving axle and the bogie. This problem is solved with
advantage by the system of bogie shewn by Figures 1 and 2 in which the essential
part is characterised by the combination of the moving frame with the pivot of
rotation.
The moving frame consists of two pieces of which the table proper U has a
dovetail guide transverse to the locomotive. To U and the side slips U² is fixed
the second part U₁ by bolts which pass through the side slips and serve at the same
time to fix the whole to a strong frame of plate attached to the smoke box. The
lower part of the table U is turned to form a circular pivot V which is carried on a
boss fixed on corresponding strong plate frame on the bogie, which consists of a
suitable frame carried on the axles of the four running wheels and supported by
suitable springs. As a precaution the pivot V, and its bearing are connected by a
perch pin the head of which is sunk in the table U, and a key below the
bearing V tightens it.
In these conditions it is obvious that when the locomotive comes to a curve, the
bogie readily follows it pivotting on V VI, and the body of the locomotive, instead
of following this compulsory movement, moves transversely on the guides in the
direction opposite to that in which the centre of the bogie moves out of the line of
the axis of the locomotive, so that by this arrangement all strain is provided
against. The action is therefore more easy, the parts can no longer be deteriorated,
and the risk of leaving the rails disappears in like degree.
Having now particularly described and ascertained the nature of my said inven-
tion and in what manner the same is to be performed I declare that what I
claim is in respect of the construction of locomotives :-
1. The use of twin distribution valves and gear and the application thereto of a
single middle shaft A carrying a sleeve M longitudinally adjustable on the said shaft
for changing speed and direction the required number of cams for working in both
directions, each of the cams C working alternately two valves of the same order,
but belonging to the two different cylinders.

page_text: 2. For transmitting rotation from the driving axle to the valve shaft, the inter-
position between these two parts of a shaft A' connected to the valve shaft by a
universal joint J, while its end carrying a pinion Y gearing with a pinion X on the
driving axle, rums in a bearing rigidly connected to the driving axle by a
bracket Z, which while preventing any vertical deviation by its bearing on the axle,
prevents also longitudinal and lateral deviation, so that the rotation of the axle is
always transmitted to the valve shaft with the uniform precision necessary for the
working of distribution by valves.
3. A bogie which while turning on a special pivot VV1 for following curves, has
in combination with the pivot a transverse slide U working in dovetail guides on a
framing Usupporting the body of the locomotive and allowing it or the bogie to
move either way from the centre line, so as not to force the axis of the locomotive
to coincide with the line connecting the centre of the driving axle to that of the
bogie, thus avoiding strain.
Dad his 5th of AL. 1905
ABEL & IMRAY,
Agents for the Applicants.