Year: 1894

page_text: Date of Application, 21st Apr., 1894
Complete Specification Left, 21st Jan., 1895-Accepted, 30th Mar., 1895
I, MICHAEL REYNOLDS, of Standeford, Wolverhampton, in the County of
Stafford, Engineer; do hereby declare the nature of this invention to be as
follows:-
t
This invention relates to the construction of locomotive engines employed upon
railroads.'
The object of my invention is to construct locomotive engines capable of
running or being driven at high speeds, and to so arrange the engines that they
may be more readily and conveniently controlled, and have their working parts
more efficiently protected, from dust and dirt, than the engines of usual construction
and arrangement at present in ordinary use.
In carrying my invention into effect I mount the boiler, engine, coal bunker,
water tank, and appendages preferably upon three bogie carriages and two inde-
pendent axles. Running from end to end of the complete locomotive, I arrange an
outer casing in the form of a saloon or corridor, divided into three compartments.
The front compartment is for the accommodation of the enginė driver, and for the
engine cleaner who travels with the locomotive. This compartment extends in
front of the smoke box of the boiler and the driver has thus a clear view of the
line through the look out glasses or windows. I sometimes provide a telescopic
glass to enable the driver to obtain a better view of a distant signal, or other object
in front of the train. Side view glasses or windows are also arranged in the side
casing of the compartiment in order that observation may be readily taken 'of the
train or carriages at the rear of the engine. The regulator, reversing gear,
continuous brake, hand brake, and other parts or motions, are all controlled from
the driver's compartment. As this compartment is separated by a partition and
folding or other doors from the engine room, and is also separate from the stoke
room, the driver is enabled to keep a good look out, and is not subjected to the
blaze from the fire box during stoking operations.
Adjacent to the driver's compartment is the engine room." I preferably employ
three cylinders bolted to a cast steel or other bed plate secured to the frame plates.
All the three cylinders may work with high pressure steam direct from the boiler,
or I may arrange them as compound or triple expansion engines. I construct the
slide valves from bronze or other metal, and balance the same preferably by causing
each of them to work or slidė in contact with the valve chest cover in such a
manner as to prevent the full pressure of steam from acting on the upper face of
valve. The valve is then kept steam tight by means of movable boxes let into the
valve and acted upon by the full steam pressure. The exhaust steam is taken
direct through the centre aperture formed in the slide valve of the low pressure
cylinder, or in all the valves when working with simple expansion, to the blast
pipe, instead of being diverted into an ordinary exhaust port in the cylinder face.
preferably arrange the valves so that steam is not admitted to the cylinders
until the cranks are about 12 degrees over the centre, and I then admit the steam,
without wire-drawing, by a supplementary steam port in the face of the valve.
The cushioning of the pistons is effected by compression of a portion of the exhaust
steam enclosed in the cylinder. The three cranks are placed at angles of
120 degrees, an arrangement inducive to the greatest regularity of turning effort.

page_text: The big ends of the outside cylinder_ connecting rods are so designed and
constructed as to allow a change of brasses without the necessity for moving the
engine. In place of the back flange I employ a brass or other washer; by
unscrewing and removing the collar from the end of the crank pin, and withdrawing
the cottars let into the brasses and the butts of the strap, the brasses readily come
away from the crank pin.
The driving wheels on the crank axle are preferably 10 feet external diameter.
To obtain a gradual admission of steam, in order to avoid slipping of the large
driving wheels, and prevent undue straining of the locomotive, I construct the
regulator steam port in a V or some similar form. The slide valves are preferably
set without lead, and hence, ns. there is no pre-admission of steam the pistons do not
race, after the cranks have been forced over their dead centres.
To increase the available adhesive force, when the maximum tractive effort of
the engine is required, I employ coupling or connecting wheels or discs, for the
purpose of coupling or connecting the driving wheels with the wheels of the
independent axle in front of the crank axle. By means of steam, air, or vacuum
cylinders, fitted with pistóns and rods, or by screw or other mechanism, I force
the discs between the wheels with sufficient pressure or tension to couple the
wheels, and thus to temporarily convert the locomotive into a four wheel coupled
engine.
The stoking compartment of my improved locomotive is at the rear of the
engine room, between the boiler and the coal bunker and water tank. In the
construction of the boiler fire-box, I preferably fix the tube plate about 8 inches
within the barrel of the boiler. The plate is in the form of an independent sheet
rivetted or otherwise secured to the front of the boiler. In the upper part of the
fire-box I fix a water chamber or chambers and connecting tubes, as described in
the Specification numbered 6655 of 1894 accompanying my application for Letters
Patent to be granted thereon. I also employ the air distributor, described, in the
berein before named Specification, in the fire-grate of the boiler of my improved
locomotive.
When employing the three cylinders as compound or triple expansion engines,
I arrange that they may be readily couverted into simple engines, receiving steam
direct from the boilers, and exhausting direct to atmosphere. With such working,
the exhaust may create too strong a draught in the furnace or fire-box, and to
avoid this arrange a supplementary funnel or chimney immediately over the
driver's compartment, and discharge part of the exhaust steam through such funnel
or chimney. The funnel can also be arranged to act as a ventilator for removing
bot and foul air from the engine driver's compartment.
The steam cylinders are jacketed by steam taken direct from the boiler, and the
steam required for working the injectors is drawn from the jackets. In this manner
I arrange a circulation of steam through the jackets, keeping them clear of water
and maintaining a more even cylinder temperature.
I do not limit the application of my invention to any one type of locomotive,
but adapt my improvements to express, goods, and other engines, having driving
and other wheels of varying diameters and constructed to suit any required
gauge.
1
ليوم
1
MARKS & CLERK,
18, Southampton Buildings, London, W.C., and
13, Temple Street, Birmingham, Agents for the Applicant.

page_text: 1, MICHAEL REYNOLDS, of Standeford, Wolverhampton, in the County of
Stafford, 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 :-
This invention relates to the construction of locomotive engines employed upon
railroads.
The object of my invention is to construct a locomotive engine capable of running
or being driven at high speeds, and to so arrange the engines that they may be more
readily and conveniently controlled, and have their working parts more efficiently
protected, from dust and dirt, than the engines of usual construction and arrangement
at present in ordinary use.
In the two accompanying sheets of explanatory drawings to be hereinafter
referred to-
Figure 1 (Sheet 1) is an elevation representing the external appearance of my
improved locomotive...
Figure 2 is an elevation with the external casing removed.
The upper half of Figure 3 represents a plan of the locomotive, and the lower
half a section along the foot plate.
On Sheet 2, Figure 4 is a sectional elevation representing the construction of the
boiler fire box..
Figures 5, 6 and 7 illustrate the construction and arrangement of the slide
valves, and
Figures 8, 9, 10 and 11 the big end of an outside cylinder connecting rod
The same reference letters in the different views indicate the same parts.
In carrying my invention into effect I mount the boiler, engine, coal bunker
water tank, and appendages preferably upon three bogie, carriages and two
independent axles as illustrated at Figures 1 and 2. Running from end to end of
the complete locomotive 1 arrange an outer casing in the form of a saloon or
corridor, divided into three compartments. The front compartment A Figures 2
and 3 is for the accommodation of the engine driver, and for the engine cleaner who
travels with the locomotive. This compartment extends in front of the smoke box
of the boiler and the driver has thus a clear view of the line through the look out
glasses or windows. I sometimes provide a telescopic glass to enable the driver to
obtain a better view of a distant signal, or other object in front of the train. Side
view glasses or windows are also arranged in the side casing of the compartment in
order that observation may be readily taken of the train or carriages at the rear of
the engine. The regulator, reversing gear, continuous bruke, hand brake, and other
parts or motions, are all controlled from the driver's compartment. As this
compartment is separated by a partition and folding or other doors from the engine
room and is also separate from the stoke room, the driver is enabled to keep a good
look out, and is not subjected to the blaze from the fire box during stoking
operations.
or 1
Adjacent to the driver's compartment is the engine room B. I preferably employ
three cylinders bolted to a cast steel or other bed plate secured to the frame plates.
All the three cylinders may work with bigh pressure steam direct from the boiler,
may arrange them as compound or triple expansion engines. I construct the
slide valves from bronze or other metal, and balance the same preferably by causing
each of them to work or slide in contact with the valve chest cover as shown
at Figures 5, and 7, in such a manner as to prevent the full pressure of steam
from acting on the upper or working face of the valve. The valve is then kept

page_text: steam tight by means of movable boxes let into the valve and acted upon by the
full steam pressure or by means of spring bearing pieces such as C. The exhaust
steam is taken direct through the centre aperture D formed in the slide valve of the
low pressure cylinder, or in all the valves when working with simple expansion,
to the blast pipe, instead of being diverted into an ordinary exhaust port in the
cylinder face. I preferably arrange the valves so that steam is not admitted to the
cylinders until the cranks are about 12 degrees over the centre, and I then admit
the steam, without wire drawing, by a supplementary steam port in the face of the
valve or through a port such as E. The cushiouing of the pistons is effected
by compression of a portion of the exhaust steam enclosed in the cylinder. The
three crank pius of the driving axle are placed at angles of 120 degrees, an
arrangement inducive to the greatest regularity of turning effort. The two outside
cylinder piston rods are connected with crank pins secured to the driving wheels ;
the inside cylinder piston rod is connected with a crank formed at the centre of the
driving axle.
The big ends of the outside cylinder connecting rods are designed and constructed
as illustrated 'at Figures 8 9, 10 and 11 to allow a change of brasses without the
necessity for moving the 'engine. In'place of the back flange.I employ a brass or
other washer F, Figure 11, by unscrewing and removing the collar from the end of
the crank pin and withdrawing the cottars let into the brasses and the butts of the
strap, the brasses readily come away from the crank pin.
The driving wheels on the crank axle are 'preferably 10 feet external diameter.
To obtain a gradual admission of steam, in order to avoid slipping of the large
driving wheels, and prevent' undue straining of the locomotive, I construct the
regulator steam port in a V or some similar form: The slide valves are preferably
set without lead, and hence, as there is no pre-admission of steam the pistons do not
race after the cranks have been forced over their dead centres.
To increase the available adhesive force, when the maximum tractive effort of the
engine is required, "I employ coupling or connecting wheels or discs, such as G
Figure 1, for the purpose of coupling or connecting the driving wheels with the
wheels of the independent axle in front of the crank axle. By means of steam, air
or vacuum cylinders fitted with pistons and rods, or by screw or other mechanism
I force the discs between the wheels with sufficient pressure or tension to couple the
wheels, and thus to temporarily convert the locomotive into a four wheeled coupled
enginė.
.
:.:
L
The stoking compartment of my improved locomotive is at the rear of the engine
room, between' the boiler and the coal bunker and water tank. In the construction
of a boiler fire box, I preferably fix the tube plate about eight inches within the
barrel of the boiler. The plate is in the form of an independent sheet riveted or
otherwise secured to the front of the fire box: In the upper part of the fire box
and in the place of the usual brick arch I fix an arched or other water chamber H
Figure 4 and connecting tubes H¹ to give a greater heating surface in the fire box
and a better circulation of the water through and around the fire box....also
employ the air distributor K Figure 3 described in my Specification No. 6655
of 1894; in the fire grate of the boiler of my improved locomotive.'..
F
When employing the three cylinders as compound or triple expansion engines,
I arrange that they may be readily converted into simple engines, receiving steam
direct from the boilers, and exhausting direct to atmosphere. With such working
the exhaust may create too strong a draught in the furnace or fire box and to avoid
this arrange a supplementary funnel or chimney immediately over the driver's
compartment, and discharge part of the exhaust steam through such funuel or
chimney. The funnel can also be arranged to act as a ventilator for removing hot
and foul air from the engine driver's compartment.
The steam cylinders are jacketed by steam taken direct from the boiler, and the
steam required for working the injectors is drawn from the jackets. In this manner
I arrange the circulation of the steam through the jacket keeping them clear of
water and maintaining a more even cylinder temperature.

page_text: I do not limit the application of my invention to any one type of locomotive, but
adapt my improvements to express, goods and other engines, having driving and
other wheels of varying diameters and constructed to suit any required gauge.
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 :-
1. The construction of a locomotive having an outer casing divided into
compartments and arranged substantially as and for the purposes hereinbefore
described and as illustrated in the accompanying drawings.
2. In locomotives, the arrangement of a compartment in front of the boiler smoke
box with the necessary apparatus and appliances to enable the driver to effectually
control the engine substantially as herein described.
3. In locomotives, the arrangement of the engine cylinders upon a base plate
secured to the framing and enclosed within a compartment formed by the outer
casing substantially as herein described.
4. In locomotives, the arrangement of an outer casing around the tender
substantially as and for the purposes herein described.
5. The arrangement of balanced slide valves for locomotives substantially as.
hereinbefore described and as illustrated in the accompanying drawings.
6. The construction and arrangement of the big end of a connecting rod to
permit of the ready removal or adjustment of the bearings substantially as.
herein before described and as illustrated in the accompanying drawings.
7. The construction of the fire box of a locomotive boiler having a water
chamber fitted within the same substantially as and for the purposes herein.
described.
8. In locomotives, the use of a coupler or connecting wheel or disc for the
purpose of coupling or connecting the driving wheel with the wheel of an adjacent
axle substantially as and for the purposes hereinbefore described.
9. The improved general arrangement of a locomotive substantially as and for the:
purposes herein described.
Dated this 1041 2...
1007
9th day of January 1995.
MARKS & CLERK,
18, Southampton Buildings, London, W.C., and
13, Temple Street, Birmingham, Agents for the Applicant..