Improvements in Locomotive Steam Engines.
Year: 1893

page_text: Date of Application, 25th July, 1893
Complete Specification Left, 25th Apr., 1894-Accepted, 16th June, 1894
PROVISIONAL SPECIFICATION.
Improvements in Locomotive Steam Engines.
We ALFRED HUGH TYLER and JOHN STUART ELLIS DE VESIAN both of
the Firm of Tyler and Ellis of 5 Crown Court in the City of London Engineers do
hereby declare the nature of this invention to be as follows:-
Our invention has for its object to provide a locomotive steam engine in which
steam can be caused to act as in compound engines but by an arrangement in which
the weights and strains are much more equally distributed and the power more
equally and advantageously applied than hitherto and so also that when required
as for example in starting or in ascending inclines the whole can be worked by live
steam for the time being to be afterwards changed to work on the compound
principle when desired as for example after starting has been effected or when
running on a level.
According to our invention we provide three cylinders of or approximately of
the same capacity and arranged say for example side by side transversely under
the locomotive. It is preferred to make the mid one of these cylinders that
which (in normal working on the compound principle) is the high pressure cylinder
the two outside ones being the low pressure cylinders worked each by steam which
has acted in the high pressure cylinder. The cylinders are each provided with
valves for admitting and exhausting the steam to and from each but the high
pressure valve chest or some part in proximity to it is also provided with a valve
which can be operated from any convenient part of the engine so as either to
establish communications so that the live steam from the boiler passes into all the
cylinders or to establish communications so that the live steam enters only the high
pressure cylinder and exhausts thence into the two low pressure cylinders from each
of which it may exhaust by passages leading into the blast pipe in the funnel. We
prefer to lead the steam which passes from the high pressure cylinder to the low
pressure cylinder through a coil or loop or extended passage through the smoke
box or other heated part so as to heat the steam on its passage.
We also prefer to connect the piston rods of the three cylinders to three cranks
on the same shaft the said cranks when the cylinders are side by side being set at
equal angles apart around the centre of the shaft.
In cases where all the cylinders must be within the frame (or all the cranks must
be between the driving wheels) and there is not room to arrange the cylinders side
by side the said cylinders may be arranged one below or above or to the rear or
forward of the others the cranks being relatively situated to suit the arrangement
of the cylinders.
Dated this 25th day of July 1893.
J. H. JOHNSON & Co.,
47, Lincoln's Inn Fields, London, W.C.
COMPLETE SPECIFICATION.
Improvements in Locomotive Steam Engines.
We ALFRED HUGH TYLER and JOHN STUART ELLIS DE VESIAN both of
the Firm of Tyler & Ellis of 5 Crown Court in the City of London Engineers 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:-
Our invention has for its object to provide a locomotive steam engine in which

page_text: steam can be caused to act as in compound engines but by an arrangement in which
the weights and strains are much more equally distributed and the power more
equally and advantageously applied than hitherto and so also that when required,
as for example in starting, or in ascending inclines, the whole can be worked by
live steam for the time being to be afterwards changed to work on the compound
principle when desired, as for example, after starting has been effected, or when
runuing on a level.
According to our invention we provide three cylinders of, or approximately of,
the same capacity and arranged say for example side by side transversely under the
locomotive. It is preferred to make the mid one of these cylinders that which (in
normal working on the compound principle) is the high pressure cylinder the two
outside ones being the low pressure cylinders worked each by steam which has
acted in the high pressure cylinder. The cylinders are each provided with valves
for admitting and exhausting the steam to and from each but the high pressure
valve chest or some part in communication with it is also provided with a valve
which can be operated from any convenient part of the engine so as either to
establish communications so that the live steam from the boiler passes into all the
cylinders or to establish communications so that the live steam enters only the high
pressure cylinder and exhausts thence into the two low pressure cylinders from
each of which it may exhaust by passages leading into the blast pipe in the funnel.
We prefer to lead the steam which passes from the high pressure cylinder to the
low pressure cylinders through a coil or loop or extended passage through the smoke
box or other heated part so as to heat the steam on its passage.
We also connect the piston rods of the three cylinders to three cranks on the
same shaft or on shafts which are coupled together the said cranks when the
cylinders are side by side being set at equal angles apart around the centre of
the shaft.
In cases where all the cylinders must be within the frame (or all the cranks must
be between the driving wheels) and there is not room to arrange the cylinders side
by side the said cylinders may be arranged one below or above or to the rear or
forward of the others the cranks being relatively situated to suit the arrangement
of the cylinders so that the three pistons will have the same relative motion as
though they all lay in the same plane and the cranks were placed at equal angles to
one another.
And in order that our invention may be well understood we will describe with
reference to the accompanying drawings what we consider the best means of
carrying it into practical effect.
Figures 1 and 2 are sectional elevations at right angles to each other shewing
an arrangement wherein two outside cylinders and one inside cylinder are situated
side by side.
Figure 3 is a plan of the ports of the valve for the middle cylinder and of
the valve by which live steam is admitted to all three cylinders or to the middle
one only the exhaust therefrom in the latter case passing into the two side
cylinders.
Figures 4 and 5 are views at right angles to each other shewing an arrangement
of two low pressure cylinders and one high pressure cylinder situated inside the
framing of a locomotive the middle or high pressure cylinder being below and in
front of the two low pressure cylinders and
Figures 6 and 7 shew sections of the aforesaid distributing valve in two
positions.
Referring to Figures 1 and 2 ABC are the three cylinders placed side by side
below the smoke box of the locomotive the cylinder A being within the framing
and the cylinders B and C outside, all three being secured to the said framing.
1 is the live steam pipe leading from the boiler to the steam space of the chest 2
containing the distributing valve 3 and the slide valve 4 of the middle cylinder B.
The distributing valve is similar to an ordinary locomotive D slide valve and is
so formed as to allow communication between the ports 5 and 10 Figures 3, 6

page_text: and 7, if the engine is to be worked compound or between the ports 10 and 11 if
all three cylinders are to be worked by live steam supplied directly thereto. In.
the former position the lap at the back of the valve is sufficiently long to cover
the exhaust port 11, and in the latter live steam is allowed to pass through the
port 5 and so to the cylinders B and C.
The distributing valve is connected to the short arm of a lever 17 the long arm
of which is jointed to the rod 19 in connection with the operating lever or other
mechanism which it is not necessary to shew in the drawing.
The exhaust port 9 in the seat of the slide valve 4 communicates with the port 10
in the seat of the distributing valve 3 as shewn by dotted lines in Figure 3 the said
port 10 communicating with the port 11 when the distributing valve 3 is in the
position shewn in Figure 6 and with the port 5 when the said valve is in the
position shewn in Figure 7. The port 11 is connected by a pipe 12 to the blast
pipe 8 and the port 5 is connected by a coil, or loop 6, which passes round the smoke
box to the steam spaces of the valve chests 7 of the cylinders B and C. The
exhaust from the valve chests 7 is led to the smoke stack by the blast pipe 8.
Referring now to Figures 4 and 5 the cylinder A is placed at such an angle to
the cylinders B and C (as shewn in Figure 4) as to allow the piston rod of the high
pressure cylinder A to work below the cylinders B and C.
2 is the distribution valve chest the valve in which is operated by means of the
rod 19 jointed to the valve spindle.
13 is a
The live steam pipe 1 communicates with the distribution valve chest 2.
pipe leading from the steam chest 2 to the valve chest 16 of the cylinder A. The
exhaust from the high pressure cylinder is conducted back to the distributing valve
chest 2 by the coil or loop 15 which passes round the smoke box and communicates
with the port 10 of the said distributing valve seat.
When live steam is used in all the cylinders the steam from the boiler is supplied
to the two cylinders B and C by the pipe 14 which communicates with the port 5
in the distributing valve chest 2 and with the chest 7 in which the valves of the
cylinders B and C work the exhaust steam from the cylinder A passing by way of
the port 11 and pipe 12 into the blast pipe 8.
When the engine is required to work compound the exhaust steam from the high
pressure cylinder A is conducted by the pipe 15 to the chest of the distributing
valve and passes through the ports 10 and 5 into the pipe 14 leading to the valve
chests of the low pressure cylinders B and C. The exhaust from the cylinders B
and C passes into the smoke box through the blast pipe 8.
It will be understood that the arrangements of the passages for steam to and
from the cylinders as shewn respectively in Figures 1 and 2 and Figures 4 and 5
can be applied to the cylinders in whatever position the said cylinders may be
arranged relatively to each other.
The mode of operation is as follows. Referring to Figures 1 and 2 live steam
from the boiler is supplied to the cylinders through the pipe 1 by way of the chest 2
containing the distributing valve 3 and the middle cylinder slide valve 4. When
live steam is to be used in all three cylinders A B and C, the valve 3 is moved into
the position shewn in Figure 6 and then steam passes into the outside cylinders B
and C by way of the port 5 the coil or loop 6 and valve cases 7 and after operating
in the said cylinders is exhausted through the blast pipe 8. The exhaust from the
middle cylinder A escapes through the exhaust port 9 Figure 3 and the port 10
through the distributing valve and by way of the port 11 and pipe 12 to the blast
pipe 8. When the engine is to be worked compound the valve 3 is moved into the
position shewn in Figure 7 and the exhaust from the middle cylinder A passes by
the ports 9, 10 and 5 and pipe 6 to the outer cylinders B and C and after operating
therein is exhausted through the blast pipe 8.
Referring to the arrangement shewn in Figures 4 and 5 live steam from the boiler
is supplied to the cylinders through the pipe 1 by way of the distributing valve
chest 2. When live steam is to be supplied directly to all the cylinders the
distributing valve 3 is moved into the position shewn in Figure 6, the steam then

page_text: entering the valve chest of the forward or high pressure cylinder A by the pipe 13
and the valve chests of the rearward cylinders B and C by way of the port 5 in
the distributing valve seat and pipe 14 the steam after operating in the cylinder A
exhausting through the coil or loop 15 ports 10 and 11 of the distributing valve
seat, and pipe 12 to the blast pipe 8, and the steam after operating in the cylinders B
and C exhausting from the chest 7 into the blast pipe 8. When the engine is to
work compound the valve 3 is moved into the position shewn in Figure 7 and then
the steam exhausted from the forward cylinder A after passing through the coil or
loop 15 and through the port 10 of the distributing valve seat is passed through the
valve 3 and through the port 5 and pipe 14 to the valve chests of the rearward
cylinders B and C and after operating therein passes into the blast pipe 8.
The distributing valves in both arrangements may be constructed similarly but
in the arrangement shewn in Figures 1 and 2 the slide valve of the cylinder A is
shewn as being in the same chest as the distributing valve whilst in the arrangement
Figures 4 and 5 it is in a separate chest. Figure 3 shews the pipes which
appertain to Figures 1 and 2 whilst Figures 6 and 7 shew the pipes which appertain
to Figures 4 and 5.
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 locomotive steam engines the combination of three cylinders of, or
approximately of, the same dimensions or capacity and valves for admitting steam
thereto and exhausting steam therefrom and a valve and passages by means of
which live steam can be admitted directly to all of the cylinders or only to one
of the cylinders the exhaust therefrom passing into the other cylinders substantially
as hereinbefore described.
2. In locomotive steam engines the combination of three cylinders of or
approximately of the same dimensions or capacity and valves for admitting steam
thereto and exhausting steam therefrom the pistons of these cylinders operating
upon three cranks upon one axle or upon two or three coupled axles the cranks
being so situated relatively to one another that the motions of the pistons will take
place in regular succession and a valve and passages by means of which live steam
can be admitted directly to all of the cylinders or only to one of the cylinders,
the exhaust therefrom passing into the other cylinders, substantially as hercinbefore
described.
3. In locomotive steam engines the arrangement and combination of parts
substantially as and for the purpose hereinbefore described and illustrated in
Figures 1 and 2 of the accompanying drawings.
4. In locomotive steam engines the arrangement and combination of parts
substantially as and for the purpose hereinbefore described and illustrated in
Figures 4 and 5 of the accompanying drawings.
Dated this 25th day of April 1894
JOHNSONS & WILLCOX,
47, Lincoln's Inn Fields, London, W.C., Agents.