Improvements in and relating to Locomotives and other Forms of Motors for the Propulsion of Cars and other Vehicles.
Year: 1899

page_text: Date of Application, 10th Nov., 1899-Accepted, 23rd Dec., 1899
WITH
Improvements in and relating to Locomotives and other Forms of
Motors for the Propulsion of Cars and other Vehicles.
I, ARTHUR PILLSBURY DODGE, of 622, Lord's Court Building, New York, in
the United States of America, Lawyer, do hereby declare the nature of this in-
vention, and in what manner the same is to be performed, to be particularly
described and ascertained in and by the following statement, and accompanying
drawings, that is to say :--
The object of my invention is to produce a motor utilizing all the valuable
features of the locomotive engine but to avoid the use of forced draft and waste
of fuel, the production or showing of smoke, sparks or cinders, by making the
boiler of practically two parts, one, the main boiler or part being connected by
pipes to the supplemental boiler and adapted to receive therefrom hot water
and steam instead of cold water, as heretofore from the ordinary tender, said
supplemental boiler receiving its supply of hot water and steam from suitablo
charging stations.
In the drawings annexed:-
Figure 1 represents a vertical longitudinal section of a locomotive with an
auxiliary or supplemental boiler, according to my invention.
Figure 2 is a rear view of au auxiliary or supplemental boiler.
Figure is a sectional longitudinal elevation of the locomotive and supple-
mental boiler, the latter being equipped with a condenser connected to the exhaust.
Figures to show an auxiliary or supplemental boiler supported above the
locomotive as a substitute for or additional to the auxiliary boiler in rear of
the locomotive.
1 represents a locomotive of ordinary or improved construction but having no
forced draft, as in the present type of locomotive, and having no nozzling down
of the exhaust steam to create this draft, thus abolishing the noise and greatly
reducing the back pressure upon the pistons while permitting a slow combustion
of the fuel, thus economizing in fuel and avoiding smoke, sparks and cinders.
2 is the main boiler and instead of the usual tender carrying coal and water I
use the tender truck to carry a supplemental boiler 3, furnished with one or more
divisions 4, adapted to contain a suitable amount of hot water and high pressure
steam to be supplied to the same from charging stations and kept at a proper
temperature with a small fire if required, though practically this may not be
necessary.
The boiler 3 is covered heavily with asbestos, maguesia or other suitable non-
conducting material 5. encased and held upon it in a suitable and substantial
manner, the whole being rigidly bolted or otherwise secured. Thus the contents
of the boiler are largely protected from loss of power by radiation of heat. In-
stead of one tank any number connected together or of different areas may be
employed. The pressure will ordinarily be sufficient for charging hot water
from the auxiliary boiler into the locomotive boiler but a pump may be used if
found necessary.
The reservoir is furnished with an inlet 6, and cock 7, for charging at the

page_text: charging station where water is heated in a steam generator for the purpose of
charging the tanks with hot water and steam of the desired temperature and
pressure. The lower portion of the reservoir is connected by means of the
pipe 8, to the low water space portion of the locomotive boiler, and the pipe 9
connects the upper portion of the suppl..ental boiler to the top and steam space
of said locomotive boiler. Each pipe 8 and 9 has a valve 10 near the forward end
of the supplemental boiler and a valve 11 near the locomotive boiler as shown.
A fitting 12 is provided on both pipes 8 and 9 connected by a branch pipe 13,
furnished with a stop valve 14.
While the pressure in the auxiliary boiler exceeds that of the main boiler,
the water is supplied to the locomotive boiler without the aid of pump, injector
or gravity tank, by opening the valves 10 and 11 in the pipe 8, while all other
valves on the connection between the boiler and tank are closed.
In case the temperature of the supplemental boiler has dropped below the
droppe
minimum requirement and that of the main boiler has a surplus temperature
and pressure, the valve 12 of the pipe 9, the valve 11 of pipe 1:3 and the valve 10
of pipe 8 are opened while the valve 10 of pipe 9 and 11 of pipe 8 are closed,
whereby the steam passes from the boiler into the water of the tank and causes
the temperature therein to rise.
I do not restrict my invention to the use of an auxiliary or supplemental boiler
in the rear of the locomotive, but may apply the invention as shown in Figures 4
to 7, supporting the auxiliary boiler 15 upon the locomotive, properly covered
with non-conducting material and having suitable connections for charging and
to feed the hot water and steam to the locomotive boiler.
A secondary feature of the invention relates to an atmospheric condenser 16,
connected by suitable pipes to receive the exhaust steam of the engine and
deliver the water of condensation for re-use in the auxiliary boiler.
The following important and material advantages result from the use of my
Invention, namely By using hot water instead of cold in the initial charges
and for resupplying the locomotive boiler, I avoid imperfect combustion of fuel,
and as an ordinary natural draft is entirely sufficient, no forced draft is required
and hence the nozzling down of the exhaust steam from the cylinders is un-
necessary, thus obviating the puffing, hissing noise occasioned by the present
locomotive exhaust materially reducing back pressure upon the pistons and
making it feasible to condense the exhaust steam by atmospheric condensers.
The character of the fire in the locomotive firebox is thus such that practically
no smoke, sparks or cinders are produced. My improved motor is by this means
mnde practically noiseless, and is without smoke, sparks, or cinders, securing
practically perfect combustion, in other words, continuing practically the same
degree of economy in the locomotive service, as is now realized in the stationary
steam boiler or engine practice.
I may use an auxiliary fire box (not shown) in connection with the supplemental
boiler to maintain the heat and pressure, should this be found desirable.
Instead of simply supplying the steam and hot water to the main boiler, I
may have pipe connections to the cylinders of the motor and thus supply steam
directly thereto.
Having now particularly described and ascertained the nature of my said in-
vention, and in what manner the same is to be performed, I declare that what
I claim is:
1 In combination with a locomotive, a two part boiler with pipe connections
between the parts, one of the parts being adapted to be charged with hot water
and steam under high heat and pressure and one or both parts having a fire box
to maintain the heat and pressure, substantially as described.
2-In combination with a locomotive, such as described in Claim 1, connections,
between the two parts, one connection being adapted to supply the main boiler

page_text: pressure
with hot water and steam and the other connection to equalize the
between the main and supplemental boilers, substantially as described and shown.
3. In combination with a locomotive, such as described in Claim 1, comprising
a two part boiler with connections between the parts, and a condenser connected
with the locomotive exhaust, as shown and described.
EDWARDS AND CO.,
Chartered Patent Agents, 65 and 66, Chancery Lane, London,
Agents for the Applicant.