IMPROVEMENTS IN EXHAUST REGULATORS FOR LOCOMOTIVES AND OTHER STEAM ENGINES
Year: 1877

page_text: LETTERS PATENT to Herbert John Haddan, of the Firm of Herbert and
Company, Patent Agents, of 67, Strand, in the City of Westminster, Civil
Engineer, for the Invention of "IMPROVEMENTS IN EXHAUST REGULATORS
FOR LOCOMOTIVES AND OTHER STEAM ENGINES." A communication from
abroad by John Dunmore Murray, of Sarnia, in the Province of Ontario, and
Dominion of Canada.
Sealed the 22nd June 1877, and dated the 2nd May 1877.
COMPLETE SPECIFICATION filed by the said Herbert John Haddan at the
Office of the Commissioners of Patents on the 2nd May 1877.
HERBERT JOHN HADDAN, of the Firm of Herbert and Company, Patent Agents,
of 67, Strand, in the City of Westminster, Civil Engineer.
"IMPROVEMENTS IN
EXHAUST REGULATORS FOR LOCOMOTIVES AND OTHER STEAM ENGINES." A com-
munication from abroad by John Dunmore Murray, of Sarnia, in the Province of
Ontario, and Dominion of Canada.
When the exhaust regulators are applied to locomotives a steam chest is placed
over the exhaust ports of the engine in the lower part of the smoke box, or the
lower part of the smoke box is formed into a chest, in the upper side of which is
placed the improved regulators consisting of three holes or openings, with which are
connected three discharge pipes in a line with one another and at right angles with
the length of the boiler. These pipes are each provided with a damper or valve a
few inches above the chest, and the three valves are moved from one centre by one
stem, the central valve being at right angles with the other two, so that all of them
may be, by a simple movement of the stem, partially opened to allow the exhaust
steam to pass simultaneously through the three pipes, or the central valve may be
fully opened when the other two may be fully closed so as to allow the exhaust to
pass exclusively through the contral pipe to the blast chimney, or the central valve
may be fully closed and the other two fully opened by one and the same movement,
in which case the exhaust will be diverted from the central or blast pipe, and
directed to the right and left hand pipes which extend out on both sides of the
smoke box and along the boiler and tender, and being provided with suitable
flexible couplings are extended through the carriages for the purpose of heating
them.

page_text: The valve stem passes out at one side of the smoke box, and is there attached to
a short crank, to the end of which is pivoted a rod leading to the cab or platform.
This rod has three notches formed in it to receive a catch plate, these notches cor-
responding to the three positions in which the valves may be placed, thus placing
the distribution of the exhaust absolutely and conveniently under the control of the
driver.
The steam chest is designed not only for the purpose of distributing the exhaust
through the three discharge pipes in the manner herein-before specified, but also to
utilize the intense heat in the smoke box for the purpose of superheating the
saturated steam from the cylinders. It may be formed so that the steam pipes from
the boiler to the cylinders may pass through it, if desired.
The area of the central or blast pipe will be equal to the combined area of the
two blast pipes now generally used, or more or less, if desired, so that there need be
no greater back pressure, it matters not in what position the valves may be placed;
whereas a freer discharge may be obtained when the exhaust is directed through
the right and left hand pipes. The mouth of the central pipe may be also con-
strcuted more or less by nozzles same as formerly to suit circumstances.
In severe weather, before starting from a terminal or other station, the coaches
may be heated so soon as the engine is attached to the train by means of a jet of
steam direct from the boiler through a pipe or syphon connecting with the main
exhaust pipes, which jet of steam may be turned off readily before the engine starts,
the pipes to be provided with check valves to prevent this jet of steam flowing
towards the smoke box. By this means also the pipes will be warmed so as to
prevent condensation of the exhaust in passing through them to some extent;
among other advantages the following are obtained :—
1. The carriages will be more uniformly and comfortably heated than by any
other means. The withdrawal of the entire exhaust occasionally for a few minutes
at a time will not cause too sudden transitions of temperature, and it may be
regulated at all times by radiators or other means.
2. It is claimed that it will prevent a great waste of fuel and of power by
thus utilizing the exhaust when a continuous fierceness of draft is not so absolutely
required, whereas when required it is at the engineer's command, and as effective
for the purpose of a blast as formerly.
3. Exemption from risk of fire and consequent loss of life and property.
4. Simplicity and cheapness as compared with other devices heretofore tried in
order to utilize the exhaust without diminishing the power of engines.
5. It may be conveniently used for heating the feed water when not required for
heating the cars.
The Drawing hereunto annexed will serve more fully to illustrate a practical
mode of performing the Invention.
Figure 1 is a front and side view of a locomotive to which the "Exhaust
Regulator" is applied.
Fig. 2, detail section showing the valves and pipes enlarged.
Fig. 3, section showing couplings between the carriages, etc.
F, steam chest or chamber formed in the lower part of the smoke box, over the
exhaust ports of the engine, from which the exhaust is distributed through the
discharge pipes, as herein-after described. H, G, H, three discharge pipes connected
with the steam chest, with centres on a line with one another, the central pipe G
(which may be more or less contracted by nozzles, as may be desired) to extend to
the blast chimney, and to be used exclusively for the blast. The right and left
hand pipes H, H, to extend out through the opposite sides of the smoke box
and along the boiler and tender, thence to the carriages, between which the
pipes are provided with flexible couplings (A, A, Fig. 3), and inside which they
may be attached to radiators, by which means the temperature of the carriages
may be regulated. L, K, L, valves or dampers in the pipes H, G, H, arranged
on a line with one another, and moved from one centre by one stem, the valve
K being fixed at right angles with the valves L, L, so that by a simultaneous

page_text: movement the valve K may be closed and the valves L, L, opened so as to allow
the steam to escape exclusively through the pipes H, H, for heating the cars;
or the valves L, L, may be closed and the valve K simultaneously opened to allow
it to pass exclusively to the blast chimney; or the three valves may be partially
opened, so that the volume of the exhaust may be used, partly for heating the
carriages and partly for the draft blast. J, the valve stem extending through the
sides of the smoke box. M, a short crank attached to the end of the valve
stem, to which is pivoted the rod N (Fig. 1.) leading to the cab, with notches
formed in said rod to receive a catch plate securing the valves in any of the
positions in which it may be necessary to place them. R (Fig. 1), branch pipe
from the boiler connecting with the pipes H, H, by which means live steam from
the boiler may be used for heating the carriage or warming the pipes when
the engines are at rest; the pipes H, H, to be provided with check valves to
prevent this jet of steam from flowing excepting in the direction of the train.
In witness whereof, I, the said Herbert John Haddan, have hereunto set
my hand and seal, this First day of May, in the year of our Lord One
thousand eight hundred and seventy-seven.
H. J. HADDAN. (LS.)