Improvements in Locomotive Engines.
Year: 1896

page_text: Date of Application, 29th Sept., 1896-Accepted, 24th Dec., 1896
Improvements in Locomotive Engines.
We, ISAAC TILLMAN DYER, Manufacturer and OTTO BRUNO REICHELT,
Engineer, both of 1401 Monadnock Block in Chicago State of Illinois, U.S.A.,
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 :-
.
The primary object of our invention is to provide a locomotive engine with
attachments for storing under pressure the exhaust steam from the engine and
re-utilizing it for the power or blast purposes on the locomotive, that is to say,
for the purposes wherein fluid pressure is useful on a locomotive, and its further
object is to utilize the inertia of the locomotive in motion, while its steam is shut
off, or when it is being slowed up or brought to a stand-still, or when it is
running down grade to compress atmospheric air and store it for use on the
locomotive, particularly by way of supplementing the stored, pressure from the
exhaust.
The improvement may be applied to a locomotive of standard type without
materially changing it or interfering with the ordinary action of its parts and
as the particular construction of a locomotive as such, forms no part of the
invention but is old and well-known there is no need herein of a special description
of, or reference to its parts, except where they are modified for the application of
the invention.
Referring to the accompanying drawings:-
Figure 1, is a view in side elevation showing the locomotive and cylinders in
dotted lines with the improved attachments and pipe and valve connections in full
lines for clearer illustration.
Fig. 2, a broken view in the nature of a diagram, showing parts of the improved
mechanism in side elevation in their relatively operative positions, but detached
from a locomotive.
Fig. 24, a broken view showing the connection of the cylinders with the
storage tank, into which they exhaust.
Fig. 3, an end view enlarged, of the cylinders and their connections at the front
of the locomotive boiler, indicated by a dotted representation.
Fig. 4, a view of the same nature as that represented by Fig. 2, but showing in
an enlarged scale, mainly parts of the improved mechanism, not included in the last
named figure.
Fig. 4, a view like that represented in Fig. 4, but showing extensions, omitted
from the latter, of details.
Fig. 5, an enlarged longitudinal sectional view of a safety-valve detail, and
Fig. 6, an enlarged sectional view of the attachment with which each cylinder of
the locomotive is provided for taking and compressing atmospheric air by the
inertia of the locomotive in motion with its driving power shut off.
In the so-called extended front of the locomotive is contained a storage tank A,
(Figs. 1 and 4) and A 1, is a supplementary storage tank, which is preferably
provided, though it is not indispensable, surrounding the smoke stack S, and having
open communication with the tank A through a pipe-connection r (Fig. 4) between
the two at the top of the tank A, and bottom of the tank A1. A 2, is a safety-valve,
or back-pressure valve device extending from the tank A 1 into the smoke-stack,
Pi 21

page_text: and the preferred construction of which shown in detail, mainly in Figs. 4 and 5
and comprises the nipple q screwed into the top of the tank A and affording a valve
chamber containing a valve p on the stem p 1 and held against its seat p2, by a
spring p3 coiled upon the stem and confined at its ends between the valve and a
guide o 1 for one end of the stem, which enters a screw coupling o connecting the
nipple q containing the valve-chamber with a discharge pipe o 2 passing through the
supplemental tank A1 into the stack. By turning the coupling o at its nut X
the spring p 3 may be set to resist any predetermined pressure exerted against
the valve p and permit it to be opened only by the excess of such pressure, which
is thus enabled to escape through the stack.
On the locomotive tender shown at T in Fig. 1, is supported another storage
tank B, which should be provided with a safety valve, as indicated at s.
The two storage tanks A and B are connected by a pipe n containing an
inwardly opening check-valve, indicated at t and a shut off valve v adjacent to
the tank B. From the storage tank on the tender there proceeds a pipe n 1
containing the shut off valves v1 and 2 and the pipe n 1 enters the boiler R of
the locomotive at any desired point therein.
C is a pump which may involve the usual or any suitable construction of
suction and exhaust pump. It communicates at its suction side with the pipe n
and at its exhaust side with the pipe n 2 containing a shut-off valve v3 and
leading from the tank B into the boiler, as hereinafter described. C1 is an
engine for working the pump C, with which it has a common piston rod 1.
The engine C¹ comprising a cylinder which may exhaust into the atmosphere and
which communicates with the pipe n 1, and a piston connected by the rod with
the piston in the cylinder of the pump C. In Figure 1, the pump C, and engines CI
are indicated by full lines and represented as located above an oil-tank B1 on the
tender, but this is merely to show them without over crowding the drawings, as
they may be located in any convenient position, and behind the tank B there is
indicated a water tank T' communicating through a. valved pipe w with the tank B
to receive from the latter any condensation therein, on opening the valve in the
pipe.
The pipe n 2 leads to a vertical branch n 3 (see Figures 1 and 2) opening at its
upper end into an injection device D of ordinary or any suitable construction
which discharges into a convoluted pipe D 1 supported in the fire box E of the
locomotive (over the grate therein) and having its leg k extended upwards into
the dome R' of the locomotive boiler.
From the rear end of the boiler there leads into the injector D behind the
junction therewith of the branch n 3, a pipe D2 for the purpose hereinafter
described. From the branch n 3 there proceeds an extension n of the pipe n2
having n 4 and n 5 at the opposite sides of the boiler, and connected across the base
of the boiler by a pipe c said extension n* containing a check valve B which opens
towards the tank B thus the branch n 4 lies along one side of the locomotive boiler
as shown in Fig. 1, and the other n5 lies along the opposite side thereof, both
being indicated in the end view presented by Fig. 3, and they reach beyond the
forward ends of the cylinders F, and F1, where they are provided with depending
branches n 6 and n 7 connected at their lower ends with pipe n 8 and n 9, containing
valves 4 and extending length-wise hackwards underneath and beyond the rear end
of the cylinders, where they are met by branches n 10 depending from the pipes n 4
and n 5, but only one of which (that at the cylinder F presented to view in Figs. 1
and 2) is shown owing to the nature of the views selected for illustration. The
pipes n 8 and n 9 are connected across the locomotive from the place of one cylinder
to that of the other by a pipe n 11 having an upward extending branch n 12 which
leads into the front end of the boiler R near which it contains an inwardly opening
check valve t'.
In each pipe n6 and n7 and also in each pipe n 10 there is inserted a valved
head G involving the construction represented in detail in Fig. 6, and of which the
following is a description: A strainer cap i is screwed into the outer end of a

page_text: chamber containing an inwardly opening check valve i2, and this chamber is
screwed upon one end of a four branch coupling h, the opposite branch of which
connects it with one end of a cylinder in an opening near its bottom, the lateral and
upper and lower branches of each coupling A contains respectively the chamber A
seated in it an outwardly opening check-valve h 2 and the chamber h 3 having seated
in it an outwardly opening check valve h4. Thus at each end of each of the
cylinders F and F there is inserted into it one of the heads G with its checked
valved strainer cap flanked by the check valves A and A3 the branches of the
coupling & containing these check valves being coupled into the pipes n 6 and 7
and n 10 respectively.
The steam chests F 2 on the cylinders, containing the usual slide valve cut off
devices for controlling the inlets and exhaust ports, receive their supply of steam
from the boiler R through the pipes g and g (Fig. 3) which should contain shut-off
cocks 5 and 6 and communicate at their junction with a pipe g 2 leading through
the boiler into the steam-dome R'.
The cylinders exhaust into a pipe f¹ (Figs. 4 and 2^) opening into the storage
tank A.
The oil tank B' communicates from its upper end with the pipe n 2 through a
pipe e containing a shut off valve v7, and through which to introduce pressure on
the top of the contents of the tank to force the hydro-carbon oil out through a
pipe el containing a shut off valve v3 and discharging into an oil burner or blow
pipe H leading into the fire-box E underneath the coil D' and connected from its
rear end with the pipe n 2.
As usual in a locomotive when the lever I is in the vertical position in which it
is illustrated its connections with the side valves in the steam chests F2 are such as
to cause them to be shut off from the admission of steam to work the pistons, and
the lever is turned in either direction, depending on that in which it is desired to
run the engine, to admit steam to the cylinders for working the pistons. When the
locomotive is working with the steam on its cylinders the exhaust from the latter
is all discharged through the pipe finto the storage tank A and A' whence the
pressure enters through the pipe n and fills the tank B, and when the pressure in
either tank exceeds that for which its particular safety valve is set (say twenty
pounds) it blows off through the latter.
The condensation in the cylinders F and F' can never accumulate therein to be
churned by the action of the pistons, owing to the provisions of the openings into
the heads & at the bottom of the cylinders, through which openings the condensation
is forced by the action of the pistons past the check valves 44 into the pipes 8
and n 9, and by the pressure which it exceeds that in the boiler back into the latter
through the pipe a 12. The pet-cock 4 in the pipe n 8 enables the condensation
therein to be drawn off, when the locomotive is not running, to prevent its freezing
in the pipes.
Between each steam chest and its cylinder are provided the valves; and, which
are ordinary rotary plug valves linked to the reversing gear to be closed when the
lever is in its normal vertical position, and to be opened either by turning the
lever backward or forward. When these valves are closed no steam can enter the
cylinders from its chests. When the steam is thus cut off, the continued running
of the locomotive until it is brought to a stand-still works the pistons, each stroke
sucking in air through a strainer cap i at one end of each cylinder and forcing it
out at the opposite and therefore past the check valves and through the
pipes n5, n6, n 10, n4, n, n3, and n2, into the storage tank B wherein it.
supplements the pressure of exhaust steam if there be such pressure stored in the
tank, and if not it alone affords a supply of pressure for use as power.
While the locomotive is running under steam the pressure from the store in the
tank B enters the boiler through the pipe n 2 (the valve v3 being opened) branch n 3
and injector D, the action of which is superinduced by steam admitted into it from
the boiler through the pipe D 2, and the injector forces the pressure through the
coil D 1, in which it is super-heated by the heat in the fire box, and from which it

page_text: discharges through the leg into the dome R' to be used as power for driving the
locomotive. If it be desired to fire the furnace with the liquid fuel from the
tank B', the valve v7 in the pipe e is opened to admit pressure from the pipe n2
upon the oil in the tank to discharge it through the pipe e' (having its contained
valves 8 and 9 open) into the burner H wherein it is mixed with steam under
pressure, or compressed air, or both, admitted to the burner from the pipe n 2 on
opening the valve v 10 in the latter."
Whenever the pressure in the tank B exceeds the boiler pressure, on opening the
valves and in the pipe n¹ the excess of pressure in the tank will enter
the boiler through the pipe.
When the tank B is shut off from the tank A the closing valve v in the pipe n
(a condition which may arise when the store of tank pressure has been exhausted,
or when soon after starting the locomotive to run, only enough exhaust steam
pressure has been generated to supply, or partly supply the tanks A and A¹) the
engine C' is worked on closing the valve vl and opening the valve v in the pipe
to admit steam from the boiler into the engine to actuate it whereby it works the
pump C to suck from the pipe n either exhaust steam from the tank A or if there
be none therein, atmospheric air through the check valve t, and force it out
through the pipe n 2, (the valve v³ in which is then closed) into its branch n 3 to
supply the injector D to which the branch n3 leads, and burner H, if the latter.
be used.
Having now particularly described and ascertained the nature of our said inven-
tion and in what manner the same is to be performed, we declare that what we
claim is :-
1. In combination with a locomotive, a storage tank into which the exhaust
steam from the cylinders discharges, a second storage tank, having a pipe connection
with said exhaust steam storage tank, a pipe coil in the locomotive fire box and
discharging into the boiler and an injector device communicating with said second
storage tank, and discharging into said pipe coil, substantially as, and for the
purpose set forth.
2. In combination with a locomotive, a storage tank into which the exhaust
steam from the cylinders discharges, air inlets on the cylinders, a second storage
tank communicating through a valve controlled pipe with said exhaust steam
storage tank and with the cylinders through said air-inlets by pipe connections
equipped with check valves opening towards said second storage tank, a pipe coil in
the locomotive fire box and discharging into the boiler, and an injector device
communicating said second storage tank and discharging into said pipe coil,
substantially as, and for the purpose set forth.
3. In combination with a locomotive, a storage tank into which the exhaust
steam from the cylinders discharges and provided with a valve device A 2 opening
into the locomotive stack, air inlets in the opposite ends of the cylinders at their
lowest points affording discharge openings for condensation, and controlled by
inwardly opening check valves, and pipe connections between the said discharge
openings and the locomotive boiler and provided with check valves opening against
the back pressure from the boiler, substantially as described.
4. In combination with a locomotive, a storage tank into which the exhaust
steam from the cylinders discharges air inlets in the cylinders, a second storage
tank communicating through a valve controlled pipe with said exhaust steam
storage tank, and with the cylinders through said inlets by pipe connections
equipped with check valves opening toward said second storage tank, a pipe coil in
the locomotive fire-box and discharging into the boiler, an injector device
communicating with said second storage tank, and discharging into the pipe coil,
and a liquid fuel supply tank, having a valve controlling outlet pipe provided with
a burner attachment extending under the fire box and communicating with the
pressure supply of said second storage tank, substantially as, and for the purpose
set forth.
J

page_text: 5. In combination with a locomotive, a storage tank A into which the exhaust
steam from the cylinders discharges, a second storage tank B connected with said
tank A by a pipe n containing a valve, a pipe coil in the locomotive fire box and
discharging into the boiler an injector device discharging into said pipe coil, a
pipe n2 containing a valve and leading from the tank B into said injector device,
a valve controlled pipe n¹ leading from said tank B into the boiler, a pump C
communicating from the suction side with the pipe n and from its discharge side
by the pipe n 2 and a compressor C¹ operatively connected with the pump and
communicating, for its pressure supply, with the pipe n' substantially as described,
and for the purpose set forth.
6. In combination with a locomotive, a storage tank A into which the exhaust
steam from the cylinders discharges, a second storage tank B connected with the
said tank A by a pipe n containing a shut off valve v and an inwardly opening
check valvet a pipe coil in the locomotive fire box, and discharging into the boiler,
an injector device discharging into said pipe coil, a pipe n 2 containing a valve and
leading from said tank B into said injector device, pipe n' containing the shut off
valves and 2 and leading from said tank B into the boiler, a pump C
communicating from its suction side with the pipe n and from its discharge side
with the pipe n2 and a compressor Coperatively connected with the pump, and
communicating, for its pressure supply, with the pipe n' substantially, as and for
the purpose set forth.
7. In combination with a locomotive, a storage tank A into which the exhaust
steam from the cylinders discharges, air inlets in the opposite ends of the cylinders
at their lowest points affording discharge openings for condensation and each
provided with a head G formed with a strainer cup i and chambers i, and h³
provided, respectively with the check valves i 2, 2 and 4, pipe connections
between said chambers and the locomotive boiler, a second storage tank B
communicating through a pipe n with the tank A, a pipe coil D' in the locomotive
fire box and discharging into the steam dome, an injector device discharging into
said pipe coil, a valve controlled pipe n' leading from the tank B into said injector
device, and extensions n 4 and n 5 of the pipe n 2 leading to the chambers h 1 of the
heads G at the opposite ends of the cylinders, the whole being constructed and
arranged to operate substantially as, and for the purpose set forth.
Dated this 29th day of September 1896.
THOMAS R. SHILLITO,
89 Chancery Lane, London, W.C., Agent for the Applicants.