IMPROVEMENTS IN LOCOMOTIVES
Year: 1885

page_text: I, THOMAS COWELL CRAVEN of town of Greenbush in the County of Reusselaer
and State of New York, one of the United States of America, Mechanical
Engineer do hereby declare the nature of my invention for "IMPROVEMENTS IN
LOCOMOTIVES" and in what manner the same is to be performed, to be particularly
described and ascertained in and by the following statement :-
In the Drawings hereunto annexed are represented a locomotive to which are
applied the devices and parts which constitute my "Improvements in Locomotives "
as aforesaid.
In reference to the said Drawings,
Figure 1 represents a side elevation of a locomotive embodying my invention.
Figure 2 is a horizontal view of the same taken at lines, 2, in Fig. 1.
Figure 3. is a horizontal view of the same taken at line y y in Fig. 1.
Figure 4. is a view representing in part a front end elevation of the locomotive,
and m another part a sectional elevation taken at Line x, x, in Fig. 1.
Figure 5. is a sectional elevation taken at line w. w. in Fig 1.
Figure 6. is a plan view of my improved exhaust pipes, air funnel and steam
blower, and also a section of the fire bed of the furnace of the locomotive, taken on
an enlarged scale.
Figure 7. is a side elevation of the same taken on the same scale, with parts
shown in section.
Figure 8. is a sectional view on the same enlarged scale, taken at line v v in
Fig. 1 and illustrating the vertical exhaust pipe and valves, which control the
exhaust steam and its direction of movement.
Figure 9. is a sectional elevation taken at line u u in Fig. 8 illustrating the
valves.
Figure 10 is a rear side elevation taken at line t t, in Fig. 9, illustrating the
mechanism which operates valves in my improvements.
The same letters of reference refer to the same parts throughout the several
views.
In the Drawings A represents the locomotive, B the Boiler; C the fire box;
D the grated fire bed; E the steam cylinders; F the smoke-arch; G the smoke-
stack;
H the ash pan; and I the cab.

page_text: All the above mentioned parts are so well known that no particular description
of the same is required.
The Locomotive may be constructed with these parts, in any manner practiced by
the trade, as said parts form no part of my invention.
J is the saddle-box on which the forward portion of boiler B rests.
Made in or
arranged within this saddle-box, are exhaust pipes a a each leading from the
exhaust ports of cylinders E E, as shown in Figs. 2. 4. 6. and 7. These exhaust-
pipes unite in a divided exhaust chamber b at a point preferably at a short distance
rearward from saddle-box J. The division piece of chamber b prevents the
exhaust-steam from one of the pipes a entering the other.
From chamber b are extended the vertical exhaust pipes dd and horizontal
exhaust pipe e. The vertical exhaust pipes d, d are made semi-circular in one
direction as shown in Figs 4. 8. and 10. and unite together, after encircling the
boiler, in the exhaust valve-chamber K.
This valve chamber K, is divided in its lower portion by division piece f, and its
upper portion opens into the vertical discharge exhaust pipe d'.
Pivoted with the walls of valve chamber K and working in each compartment of
the same is a valve g. These valves are nicely fitted within said compartments s0
as to be steam tight between them and the curved sections h of the wall of
chamber K; and they are each adapted to be moved towards division piece f and
from the same accordingly as it is desired to open or close said valves.
These valves are shown in Figs. 8 and 9. to be mounted each on a shaft i which
are supported in steam tight bearings made with the front and rear side walls of
valve chamber K.
When valves g g are set open as shown in Fig. 8. the exhaust steam from
chamber b will pass up in direction of arrows 2. through pipes d d, and through
valve chamber K into pipe vertical discharge pipe d¹ and be discharged into the
air, as indicated by arrows 3. in Fig. 8.
Connected to one of the valve shafts, by a universal joint coupling, or other
coupling, is longitudinal shaft or shafts, j, which is extended to the cab I, and is
supported in a proper bearing, with its end projecting into the room of the cab,
and provided with a section of a toothed wheel K.
A lever is loosely mounted on the outer end of this shaft j and providel with
a dog or pawl for engagement with the toothed wheel K as shown in Figs. 1. 3.
and 5.
Mounted on and secured to the rear ends of valve shafts ii are sections of gear
wheels m m which engage with each other as shown in Figs. 1. 3. and 10.
By moving lever l in a proper direction the shaft j will be made to revolve one
of the valve shafts i when its attached gear will operate the gear on the other
valve shaft, and so move both valves g g simultaneously to close the same, so that
the exhaust steam will be prevented from escaping in direction of arrows 3.
A reverse movement of lever will operate the said parts to open said valves;
and by means of said lever those valves may be opened to a greater or less
extent as may be required and be securely held to any determined position by the
engagement of the dog or pawl on said lever with the section of toothed wheel K.
The horizontal exhaust pipe e leads from chamber b in direction, beneath builer B
in any preferred manner, and accordingly as the parts of the Driving machinery of
the locomotive (not shown) may require to the front end of the ash-pan H below
the grated fire-bed D of the furnace as shown in Figs. 1. 2. 6. and 7.
The rear terminating end of this horizontal exhaust pipe e is made to communi-
cate with the steam chamber L.
This steam chamber L. Figs. 1. 2. 5. 6, and 7. is arranged relatively transverse to
the direction of pipe e and horizontally across the front end of ash-pan H and is
provided with the slit form of discharge mouth n which extends horizontally across
the front end of said ash-pan from side to side nearly its entire width as shown in
Figs. 2 and 6.

page_text: This steam chamber L is located within the horizontal air funnel M also
arranged across the front end of the ash-pan and held in place by brackets o o
secured both to the front end wall of the fire box and to the said air funnel
substantially as shown in Figs. 6 and 7. The rear end of this air funnel M is
contracted and provided with a narrow oblong discharge mouth p; and its upper
and lower walls are made to flare outwardly as they are extended forward, as
shown in Figs. 1. 5. and 7.
:
The discharge mouth n of steam chamber L is made to project rearwardly to a
short distance within the contracted discharge mouth p of air funuel M.
This steam chamber L and air funnel M together form the steam air blower M L.
And in operation the exhaust steam from the steam cylinders E, E, will pass
thence to chamber b, and when valves g. g. are closed, the steam will pass in full
volume through pipe e in direction of arrows 4, into steam chamber L. to be
discharged through its slit form of discharge mouth n into the contracted discharge
mouth of air funnel M.
When valves g g are partly closed, one portion of the exhaust steam will pass
from chamber b in direction of arrows 2 and 3, to be discharged into the air from
discharge exhaust pipe d¹, and another portion will pass from chamber 6 through
pipe e to operate the steam blower M, L.
Pivoted to the rear end of ash-pan H is the gravity closing door N. Fig. 1.
This door is provided with a lifting rod pivoted thereto which projects upward
through the floor of the cab I and is provided with a lifting handle for convenience
of operation. By means of holes made through the upper portion of this lifting
rod and a detent pin as heretofore employed, this gravity closing door N can be set
open to any desirable extent.
But when this door is closed by its own gravity it operates as a valve to the
ash-pan chamber.
The draught of the fire, is from the chamber room of ash-pan H upward through
the grated fire bed D and through the fire box, and thence through the usual boiler
flues into the smoke arch F and from thence upward through. smoke-stack G to
the exit.
Heretofore this draught has been stimulated by having the exhaust steam
discharged upward through the smoke-stack G, the exhaust pipes, being arranged
within the smoke-arch and smoke-stack for that purpose, so that at each discharge
of the exhaust steam would effect a pull or forward draught of the products of
combustion from the fire-box through the tubes or flues r of the boiler, when the
air would enter the fire-box from below through the grated-fire bed from the
ash-pan below, when the rear end door of the ash-pan was set-open.
In this old mode of stimulating the draught of the locomotive the fire would
burn in a partial vacuum, and a smaller supply of oxigen in the air would be
drawn into the fire box to mingle with the liberated inflamable gases from the
burning fuel and consequently a large portion of these gases would escape un-
consumed in the forn of smoke and soot, and this smoke and soot together with
particles of fuel would be drawn by this stimulated draught from the fire-box to be
discharged into the air, to the annoyance and discomfort of persons travelling in
the coaches behind the locomotive, and the public generally in the vicinity of the
locomotive.
By my above described improvements I am enabled to provide means for
stimulating the draught of the hot products of combustion from the fire-box,
through the tubes in the boiler without producing any great amount of smoke,
and without discharging from the smoke stack, particles of fuel as heretofore,, while
at the same time there will be supplied to the incandescent fuel in the fire-box, a
liberal amount of air for effecting a better and more perfect combustion. of the gases
from the burning fuel.
Another advantage arising from the use of my invention is, that Fam enabled
to dispense, in the smoke-arcli and smoke-stack, with the use of screens, petticoats

page_text: and other devices heretofore employed to arrest the discharge of sparks and cinders
from the smoke-stack; and still another advantage is, that I dispense with the use.
of contracted exhaust nozzles heretofore required to sharpen the draught through
the smoke-stack, and render the locomotive free from back-pressure when
working hard..
"
The manner in which the improvements in this invention operates is as
follows :-
When the locomotive is running forward, the speed of the same will cause air
to be gathered into air funnel M in a large volume, and be carried rearward and
discharged into the ash-pan H from whence it will have an upward passage
through the grated fire-bed D into the burning-fuel.
This volume of air will be greatly increased and made to move with greater.
force from the ash-pan to the burning fuel and through the same by the operation
of the discharges of steam from the steam chamber L of the steam air blower M L
when the valves g g are closed or partly closed in valve chamber K to prevent the
exhaust-steam from wholly or partly escaping through pipe into the air.
When valves g are wholly closed the entire volume of exhaust steam will be
discharged through pipe e into steam chamber L, and be discharged thence in a thin
wide stream or current through the slit from discharge mouth n into the contracted
discharge mouth p of air funnel M, and this discharge of the steam will effect a
rapid movement of the air, under considerable pressure into the ash-pan, and
thence into the fire box to blow the fire with considerable force.
When valves g_are partly closed one portion of the steam will be carried to the
steam blower. M L, which will operate the same but with less force and pressure of
air in the fire box. When it is desired to reduce the draught, and lessen the
amount of air to be supplied to the fire, valves g will be wholly opened when the
exhaust steam will be wholly discharged into the air without effecting the steam
air blower; and in this case the air will be supplied to the fuel in the fire-box
solely through the operation of the air funnel M.
But when it is desired to greatly reduce the supply of air to the fuel in com-
bustion, the valves g will be wholly closed, and the gravity closing door N will be
opened when the greater portion of the air passing into the ash-pan from the air
funnel M will have a free passage through the ash-pan and out through the opened
door.
Should the pressure in the ash-pan become excessive, the engineer or fire-man
will give relief by raising door N more or less, and by such raising of the door the
operation may control the blast of air when valves g are closed and the full
volume of steam is being discharged through the steam air blower M L.
It will be readily seen that these improvements may be readily applied with
advantage to steam fire-engines, and other engines. employing high pressure
mechanisms.
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-The combination and arrangement with the ash-pan H below the grated fire-
bed of the fire-box of the boiler, a steam air blower M L which will be operated
by the exhaust steam of the locomotive, substantially as and for the purposes set
forth,
2-In Locomotives a steam air blower composed of air funnel M, and steam-
chamber L provided with a mouth which is wide in its horizontal direction and
narrow in its vertical direction, and calculated to discharge the exhaust steam
through the contracted discharge end of the air funnel into the ash-pan of the fire-
box, substantially as and for the purposes set forth.
3-The combination and arrangement with the front end of the ash-pan H of
the fire-box of a locomotive of the air funnel N, having its flaring open end

page_text: extended forward from the said ash-pan, and its contracted discharge end projecting
through the front-wall of the same, substantially as and for the purposes set forth.
4-The combination with the ash-pan H. of the fire box of the boiler of the
horizontal oblong steam blowing chamber L, arranged with its long slit form
discharge mouth at the throat of the contracted discharge end of the air funnel M
which communicates with said ash pot from its front end, and exhaust pipes.
leading from the steam cylinder or cylinders, substantially as and for the purposes
set forth.
5-The combination and arrangements with ash-pan H of the fire box of a
boiler, and a steam-air blower M L communicating with the said ash-pan form its
front end, of a pipe capable of conducting the exhaust steam, in whole or part,
from the steam-cylinders E to said steam air-blower, and another pipe (or pipes)
intermediate between the said steam cylinder or cylinders and said steam air-
blower, and provided with a valve (or valves.) for purposes and operations
substantially as set forth.
6-The combination with a steam cylinder (or cylinders) E of pipe (or pipes) a.
vertical exhaust pipes d d provided with a valve, (or valves.) and horizontal
pipe e leading from pipe (or pipes) a. to a steam air blower arranged at the front
end of the ash-pan, the vertical exhaust pipes with their valve (or valves) being
arranged intermediate between pipe (or pipes) a. and horizontal pipe e. for operations
substantially as set forth.
7 The system of pipes and chambers above described composed of pipes a a
leading from the exhaust ports of the steam cylinders of a locomotive, chamber b
divided in part by division piece c, pipes d d. and chamber K provided with valves,
vertical discharge pipe d¹, and pipe e, leading from chamber b to operate a steam,
air blower arranged at the front end of the ash-pan of the fire-box of the boiler
for the purposes and operations above described.
8-The combination with pipes a a. leading from the steam cylinder, or
cylinders E and pipe e leading from pipes a to a steam air blower communicating
with the ash-pan of the fire box of a boiler, of the pipes dd and d and valves g g
provided with mechanisin which is under the control of the fireman or engineer
substantially as and for the purposes and operations set forth.
9 The valve chamber K provided with valves g g, located in situation inter-
mediate between the exhaust pipes leading from the steam cylinders E, and tho
vertical discharge pipe d¹ and pipe e leading to the steam chauber of a steam-air
blower, for operations and purposes substantially as set forth.
10 The combination with valves 3 g mounted on shafts ii and working in valve
chamber K. situated intermediate between discharge pipe and pipe e leading
to the steam air blower, of gear sections m m shaft ; and mechanism for operating
and holding said shaft-gear sections and valves, substantially as and for the
purposes set forth.
11-The combination with a locomotive of a steam air blower communicating
with the ash pan thereof, a pipe communicating from the steam cylinders to said
steam air blower, a vertical discharge pipe provided with valves and mechanism
connecting said valves with the cob, or standing room of the engineer or fireman
on the locomotive substantially as and for the purposes set forth.
12-The combination with the ash-pan of the fire box of the boiler of a
locomotive, and an air funnel receiving and discharging air into said aslı-pan from
the front end thereof, of the door N provided with mechanism by which the said
door may be at will opened or closed to a greater or less extent for operations
substantially as set forth.
13 The combination with the ash-pan of the fire box of the boiler of a
locomotive and a steam air blower arranged to discharge air, or air and steam
combined into the front end of the said ash-pan of a gravity closing door N
situated at the rear end of said ash pan substantially as and for the purposes set
forth.

page_text: 14 The combination with a locomotive of the system of pipes a. d. d. d and e
and their intermediate chamber b and K. valves gg. Steam chamber L arranged
with its contracted discharge mouth of air funnel M and ash-pan H beneath the
grated fire bed of the fire box of the locomotive, the ash pan being provided at its
opposite end with a door operated at will and the valves being provided with
mechanism also operated at will all substantially as and for the purposes set
forth.