Year: 1886

page_text: Date of Application, 10th Mar., 1886.
Complete Left, 8th Dec., 1886.
Complete Accepted, 11th Jan., 1887.
I EDWARD PERRETT of 8 Victoria Chambers in the City of Westminster Civil
Engineer do hereby declare the nature of this invention to be as follows:-
My invention relates to the arrangement of the cylinders of locomotives so as to
dispense with coupling rods and to the condensation of the exhaust steam of such
engines.
I use three cylinders all drawing their steam direct from the boiler two with their
cranks at right angles on one axle driving one pair of wheels and the third cylinder
connected to another axle driving another pair of wheels.
I compound these engines by letting boiler pressuro steam into the one cylinder
only and further expanding it in the other two cylinders. But in starting and at
other times when desirable boiler steam can be admitted to the two cylinders.
By these means I utilize for adhesion a great portion of the weight on the four
driving wheels without the use of coupling rods.
In some cases I use two pairs of compound cylinders that is one high and one low
pressure cylinder on the axle of each pair of driving wheels and I then utilize for
adhesion all the weight on the four driving wheels without the use of coupling rods.
These engines are as easily manoeuvered as ordinary locomotives; they are able to
run at speed not only on the flat but also on ascending gradients and they are
economical in working.
When it is desired to condense the exhaust steam I pass it into a chamber
containing water and allow the steam to come into direct contact with the water.
The water in the chamber is maintained at a low temperature by having amongst it
numerous tubes through which is driven a blast of air by a fan or other means.
Sometimes I place a tubular surface condenser in the water and pass the steam
through this tubular condenser.
If it is desired to expand the steam below atmosphere an air pump can be
attached to the condenser in the usual manner and worked from some moving part of
the engine.
Or I place an ejector condenser on the exhaust pipe, the ejector discharging its
water into the tank where it is cooled as before mentioned and again passed by means
of a pump through the ejector.
CULT
Agents for the Applicant.

page_text: I, EDWARD PERRETT of 8 Victoria Chambers in the City of Westminster, Civil
Engineer 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:-
My invention relates to the arrangement of the cylinders of locomotives so as to
dispense with coupling rods and to the condensation of the exhaust steam of such
engines.
I use three cylinders all drawing their steam direct from the boiler two with their
cranks at right angles on one axle driving one pair of wheels and the third cylinder
connected to another axle driving another pair of wheels.
Figure 1 of the annexed drawings is a plan of the under part of such a locomotive;
it has two cylinders A A connected to one pair of driving wheels with the crank
pins a a placed at right angles to each other; and a third cylinder B is connected to
the other pair of drivers by the single crank b. All of these cylinders draw steam
direct from the boiler by means of the steam pipes c c and discharge the exhaust by
the pipe d d.
By this arrangement both pair of wheels are rendered available for propulsion
whilst the inconveniences resulting from the use of coupling rods are avoided.
Sometimes I interpose gear between the single cylinder and the axle on to which
it drives..
Figure 2 shews such an arrangement in which the two cylinders A A work on one
axle as before but the cylinder B drives a crank which is carried in bearings and
has a sliding pinion e which may be put into gear with a wheel on the axle C which
carries the second pair of drivers. When running at speed the pinion e should be
thrown out. cc and d d are the steam and exhaust pipes as before.
I compound the engines shown by Figure 1 by letting boiler pressure steam into
the one cylinder only and further expanding it in the other two cylinders.
But in starting and at other times when desirable boiler steam can be admitted to
the two cylinders.
Figure 3 shews a locomotive like that represented in Figure 1 but arranged as a
compound engine. Steam is first admitted to the cylinder B by the pipe e and is
thence exhausted into the cylinders A A through the pipe cc from these two
cylinders the steam is exhausted into a condenser or into the atmosphere as desired
through the pipe d d.
A lye pass and valve e is provided for putting steam direct from the boiler into the
cylinders A A if required for starting.
By these means I utilise for adhesion a great portion of the weight on the four
driving wheels without the use of coupling rods.
In some cases I use two pairs of compound cylinders that is one high and one low
pressure cylinder on the axle of each pair of driving wheels and I then utilize for
adhesion all the weight on the four driving wheels without the use of coupling rods.
Figure 4 shews an elevation and Figure 5 a sectional plan of a locomotive provided.

page_text: with four cylinders two high pressure A A¹ and two low pressure B B'. The high
pressure cylinder A and the low pressure cylinder B are coupled to one axle and the
high pressure cylinder A' and the low pressure cylinder B₁ are coupled to the other
axle. Boiler steam is admitted direct to the small cylinders A A¹ by the pipes a a
and is exhausted from thence by the pipes into the larger cylinders B B where
it completes its expansion. The steam is then discharged into a condenser or into tho
atmosphere as desired.
A lye pass C may be provided to admit steam direct from the boiler to the
cylinder B when required for starting.
The steam on its way from A to B and from A to B₁ may be passed through a
superheater.
These engines are as casily manoeuvered as ordinary locomotives; they are able
to run at speed not only on the flat but also on ascending gradients and they are
economical in working,
When it is desired to condense the exhaust steam I pass it into a chamber
containing water and allow the steam to come into direct contact with the water.
The water in the chamber is maintained at a low temperature by having amongst
it numerous tubes through which is driven a blast of air by a fan or other means.
Figure 6 shows a plan partly in section of a tender constructed in accordance with
my invention and intended to condense the exhaust steam from a locomotive.
Figure 7 is an elevation of the tender and Figure 8 is an ond view partly in
section.
The exhaust steam from the engine is brought in by the pipes a a and plays on the
surface of the water contained in the two side tanks A A which are partly filled with
tubes. Through these tubes air is drawn by the fans CC driven by the shaft c
which receives motion from the axle d by means of the belt e.
Two circulating pumps F F are placed upon the shaft c these pumps draw cool
water from the bottom of the tanks A A by the pipe and discharge it into the
tanks again near the top through the perforated pipes g g.
Figure 9 shews an elevation of a locomotive with condensing apparatus arranged
according to my invention and carried in a tank on the boiler.
Figure 10 is a cross section of this locomotive.
The exhaust steam by means of the valves a a is directed into the chimney by the
pipes bor into the condenser through the pipes cc at pleasure.
The condenser A is filled with tubes e, e, through which air is drawn by the fan B
worked by a small engine f. The steam is discharged into the space in the condenser
above the water, and a circulating pump driven from one of the axles draws cold
water by the pipe y from the bottom of the condenser and discharges it through the
pipe and sparge pipe i into the top of the condenser.
Figure 11 is a vertical section and shews an arrangement suitable to be carried on
the roof of a tram engine.
A A are two tanks connected together and filled with water. a a are tubes passing
through these tauks, B is a fan or exhauster sucking air through the tubes a a; hot
water from a condensing tank is brought in by i and when more or less cooled is
taken out by k and returned to the condensing tank.
Figure 12 shews an arrangement suitable for a tram engine; it consists of two tanks
with water spaces A A connected by tubes B B; inside these tubes are placed smaller
tubes c c.
The water to be cooled occupies the annular space between the tubes. Air
is drawn through the inner tubes c by the exhauster D. is the water inlet
and the outlet.
Figure 13 is an elevation partly in section and shows a similar arrangement applied
to a tram engine. G is the cylinder exhausting by the pipe g into the tauk H where
the steam is condensed. I is the circulating pump which draws hot water from the
tank and drives it into the cooler on the roof by the pipe i, the cooled water returning
by the pipe k into the condenser. A propeller D driven by a separate engine or some
moving part of the locomotive draws air through the inner tubes; the atmosphere at
the same time acts on the outside of the outer tubes.

page_text: Sometimes I place a tubular surface condenser in the water and pass the steam
through this tubular condenser.
Figure 14 shews a sectional elevation, of a tubular surface condenser in which the
tubes which receive the steam are surrounded by water cooled by air passed through
other tubes immersed in the water.
Figure 15 is a plan and Figure 16 is a transverse section of the same.
A A is a vessel filled with the condensing water. The vessel is provided with
numerous tubes a a through which the outer air is driven by the propeller B.
The steam from the engine is brought in by the pipe C and distributed to the
small tubes ccc which are placed in the cooler and surrounded by the water.
The pipe C carries the condensed water away or it may be connected to an air
pump to maintain a vacuum.
If it is desired to expand the steam below atmosphere an air pump can be
attached to the condenser in the usual manner and worked from some moving part of
the engine.
Figure 17 shews an elevation partly in section of a tramway locomotive.
Figure 18 is a sectional plan of the same.
A is the boiler B is the high pressure cylinder C is the low pressure cylinder E is
the condenser provided with tubes e e and partly filled with water, F is a propeller
driven from some moving part of the engine. Ġ is an air pump, H is a circulating
pump. The pumps G and Hare both worked by an eccentric on one of the axles.
The steam passes from the boiler A into the high pressure cylinder B, from B by
the pipe the steam is carried to cylinder C and the final exhaust is carried by the
pipe c to the upper part of the condenser where it is met and condensed by a jet of
water drawn from the bottom of condenser by the pump H. The water enters the
pump by the pipe h and is discharged by h. The water being cooled by the air from
the propeller being driven through the tubes a, a, passing through the water.
The air pump G removes any air that might be in the steam, it is withdrawn from
the condenser by the pipe ex and discharged at the top of the condenser by the
pipe cxx.
Sometimes I place an ejector condenser on the exhaust pipe, the ejector discharging
its water into the tank where it is cooled as before mentioned and again passed by
means of a pump through the ejector.
This arrangement is illustrated by the Figures 19, 20 and 21 which represent a
tender with condensing apparatus in which a vacuum is maintained. Figure 19 is
a plan. Figure 20 is a side elevation and Figure 21 an end elevation.
The water cooling arrangements are as previously described in respect to Figures 6,
7,8.
The steam is brought by the pipe a into an ejector condenser H placed on one of the
tanks A. Both tanks A and A' are filled with air tubes as before through which air
is drawn by propellers c c.
I
The circulating pump draws water from the bottom of tank A by the pipe f drives
it through the pipe to the ejector condenser H from which it passes into the tank A
beneath; here the water is partly cooled, it then passes by the pipe g to the cooler
tank A where the water is further cooled and afterwards it again passes to the
circulating pump.
Having now particularly described and ascertained the nature of my said invention
and in what manner the same is to be performed I declare that what I claim is :-
1. A locomotive having three high pressure cylinders, two working on to one axle
and one on to the other axle substantially as described in respect to Figure 1 and
Figure 2.
2. A locomotive having three cylinders, a high pressure cylinder working on to
one axle and two low pressure cylinders receiving the steam from the high pressure
cylinder and working on to another axle substantially as described in respect to
Figure 3.

page_text: 3.-A locomotive having two pairs of cylinders one pair (a high pressure cylinder
and a low pressuro cylinder receiving steam therefrom) working onto one axle and
another pair working on to another axle substantially as described in respect to
Figures 4 and 5.
4.-A locomotive in which the Acam is condensed by the aid of water cooled (to be
again and again used) by air which by a propeller is caused to pass through pipes
immersed in the water substantially as described in respect to Figures 6 to 18.
5.-A locomotive engine in which the steam is condensed by the aid of an ejector
condensor supplied with water kept cool by air which by a propellor is caused to pass
through pipes immersed in the water substantially as described in respect to Figures 19,
20 and 21.
CARPMAEL & Co.,
Agents for the Applicant.