Improvements in or relating to Locomotive Engines.
Year: 1898

page_text: Date of Application, 10th Feb., 1898- Accepted, 30th Apr., 1898
CUMI LEIDDIEUITICATION.
Improvements in or relating to Locomotive Engines.
A communication from ALEXANDRE IVANOFF, of St. Petersburg, in the Empire of
Russia, Gentleman.
I, ALFRED JULIUS BOULT, of 111, Hatton Garden, in the County of Middlesex,
Chartered Patent Agent, do hereby declare the nature of this invention and in what
manner the same is to be performed, to be particularly described and ascertainedi
in and by the following statement:-
This invention relates to the arrangement of a balanced gear for compound loco-
motives with 4 cylinders the object being to render the work of the right han
cylinders symmetrical with that of the left hand cylinders and thus to balance the
shocks and vibration and to enable smaller cylinders to be used in order to obtain
the same amount of tractive power. Figs. 1 and 2 of the accompanying drawing
illustrate, by way of example in side and front elevation one form of construction
of a locomotive according to the present invention. This locomotive is provided
with 4 cylinders, two small ones a arranged at the back near the fire-box and two
larger cylinders 6 near the smoke-box. The piston of the cylinder a transmits
motion, by means of an ordinary piston rod, cross-head and connecting rod, to the
crank driving wheel C. To the same pin is connected the coupling rod of the
wheel D. The piston of the large cylinder 6 transmits motion to the crank pin of
the driving wheel E in the usual manner. On the same pin is a coupling rod con-
necting the driving wheels E and C. On the axle of the wheel C is a counter crank
for controlling steam admission the coupling rod f being connected to said counter
crank. The cranks of the driving wheels C and E are arranged at an angle of 180°
relatively to one another so that when one is at the top the other is at the bottom.
By means of this arrangement of parts a movement of the pistons in opposite
directions is obtained and consequently mutual balancing of the momentums.
The angle between these driving and steam admission cranks may also be any
other than 180° in order to attain a more exact equilibrium of the forces of inertia
giving a symmetrical diagram taking into consideration the length of the con-
necting rods.
The arrangement of these driving or admission cranks as regards the right and
left hand side is the same as in ordinary locomotives that is to say they are arranged
at an angle of 90°.
There is, moreover, provided on the wheels D, E and C balance-weights serving
to balance the pin of the axle, the driving or the admission crank and the vertical
component of the momentum of the driving connecting rod. The result of this
arrangement is that the working of the right hand part of the engine is symmetrical
with that of the left hand part shocks are neutralised and the cylinders may be
of smaller dimensions for the same locomotive force. Another advantage is that
it is not necessary to have curved guides as in the Wohlem system of locomotives.
It will be seen that there are also other advantages. For instance all the parts

page_text: are more accessible than in the tandem-compound system, and considering the
greater number of cylinders the weight of the driving parts of the first cylinders,
can be made nearly half as small therefore the injurious action of shocks is reduced
by the reaction of the driving parts of the second cylinders. The arrangement of
the steam admission pipe will be easily understood by referring to Fig. 1.
Steam is taken from the dome of the boiler through a steam pipe K provided with
a regulating valve which pipe branches off in two directions and supplies steam at k
to the two small cylinders a on the right and left hand sides of the locomotive.
After having performed its work in the small cylinders a a the steam passes
through pipes g g which pass through the boiler, and are suitably supported and
provided moreover with bends h serving to compensate for expansion. These pipes pass
through the smoke-box and supply steam at h¹ to the. valve chests of the large
cylinders b. These two branches h¹ are also connected by a common tube with the
regulating pipe in order to render the admission of steam regular and uniform. By
arranging a suitable heating device in the boiler, the steam is superheated and an
increase is obtained of the useful power of the large cylinders which in ordinary
compound locomotives work under the disadvantage of a large quantity of condensed
water. The locomotive is provided with all the ordinary apparatus, said apparatus
not being shown in the drawing, as they do not differ from that usually employed.
To avoid shocks produced by water in the boiler when running on a curve which
produces a sinuous movement and causes the locomotive to rock or oscillate, there
is placed vertically in the boiler a perforated sheet metal partition M (of iron or
zinc) extending from the bottom of the boiler to the highest level of water (Fig. 2).
By arranging the pipes conducting steam from the small cylinders a to the large
cylinder 6 in the interior of the boiler the heat of the steam and water in the boiler
is utilised for superheating the steam, contained in these pipes thereby causing a
considerable increase of the power of steam in the large cylinders.
In Fig. 1 the small cylinders are marked a and the large ones b a¹ and 6¹ the
valve rods. Instead of the arrangement illustrated by way of example in Fig. 1 for
a locomotive with 3 driving wheels D C E any other method of connecting br
coupling may be employed for instance as diagrammatically shown in Figs. 3 to 8
in which 2 wheels C and E (Figs. 3 and 4) or 3 wheels D C E (Fig. 5) or four
wheels FDCE (Figs. 6, 7, and 8) are coupled together and act as driving wheels.
It must be mentioned that the arrangement of the large and small cylinders may
be made also in other order than that illustrated in the accompanying drawing.
In more powerful locomotives each of the four cylinder may be replaced by
more than one cylinder placed either one behind another or side by side, but
generally locomotives will be preferably provided with four cylinders either of the
same size, or in pairs of different sizes.
It must be also mentioned that the receiver for compound engines is also placed
in the interior of the boiler to obtain an efficient superheating of the steam supplied
to the large cylinders by means of the heat of the high pressure steam in the Loiler.
Having now particularly described and ascertained the nature of this inven-
tion, as communicated to me by my foreign correspondent, and in what manner the
same is to be performed I declare that what I claim is :-
1. A locomotive with balanced driving parts in which two small cylinders are
arranged one end of the boiler and two large cylinders at the opposite end, the work-
ing of these cylinders being rendered symmetrical by transmitting the motion of
their piston rods by means of connecting and coupling rods arranged so as to balance
the acting forces and moving parts substantially as described.
2. In a locomotive engine of the character described the arrangement of the
pipes supplying steam from the small to the large cylinders as well as of the
receiver in the interior of the boiler, for the purpose of superheating the steam in
said pipes substantially as described.
3. The arrangement of a longitudinal vertical perforated wall in the interior of

page_text: the boiler extending from the bottom of the boiler to the high water level sub-
stantially as and for the purpose described.
4. The combination and arrangement of parts constituting the complete balance
driving mechanism for locomotives substantially as described or illustrated diagram-
matically in Figure 3 or in Figure 4 or in Figure 5 or in Figure 6 or in Figure 7
or in Figure 8 of the accompanying drawings.
Dated thin 10th of W 1900
BOULT & WADE,
Agents for the Applicant.