Improvements in We
Year: 1888

page_text: Date of Application, 14th July, 1888
Complete Specification Left, 13th Apr., 1889
Complete Specification Accepted, 8th June, 1889
Improvements in
We DRUITT HALPIN of No. 9 Victoria Chambers, Victoria Street, London S.W.
Civil Engineer and ILLIUS AUGUSTUS TIMMIS of No. 2 Great George Street West-
minster S.W. Civil Engineer both in the County of Middlesex do hereby declare the
nature of this invention to be as follows:-
The objects of our Invention are
First: To enable a larger Firebox to be used and thus to increase the Fuel effect
and the power of the engine.
Secondly-To arrange the various parts so that the steam chests and other parts
are readily got at.
Thirdly To make the frames stiff and do away with the usual expensive crank
axles and at the same time to avoid strains to give an easy riding motion to the
Locomotive when running at any speed and thus ensure economy efficiency and
safety.
With these objects in view we construct a Locomotive with outside Frames
running the whole length and with the inside Frames extending from the rear
This enables us to make a
end of the Cylinders to the front of the fire Box.
Fire Box of unusual width and thus get a larger grate area without making it of
undue length.
We put the cylinders at the front end in the middle (whether compound or
otherwise) & place the steam chests outside with their covers outwards and with
suitable holes in the outside Frames to enable them to be effectually and easily got at.
These holes are accurately bored out in the frames and the projections on the steam
chests which fit into them are turned truly so that any stresses are taken up by these
projections instead of by the cylinder bolts as usual.
By putting the cylinders in the centre and the steam chests outside as described we
get a central fulcrum to work from and avoid the objectionable side leverage of outside
cylinders and we secure great facility for getting at everything.
We only use single driving wheels but instead of a long continuous crank axle we
prefer to use two crank axles coupled together in the centre by means of a short
straight intermediate shaft running in a bearing carried by a mid feather or centre

page_text: Frame we prefer not to use any springs in connection with this centre bearing. There
is a crank at either end of this short shaft and they revolve in connection with the
cranks upon the Driving Axles. The bushes on the cranks of the intermediate. shaft
allow for a slight play in the working of the crank axles.
The driving cranks are fixed at the usual angle relatively to each other and each
crank axle is carried in two bearings. These bearings are by preference Druitt Halpin's
Patent No. 8698. 18 July: 1885.
One box being fitted in each outer frame and one in each inner frame-there are
thus, including the centre bearings, five bearings for the whole complete Driving
axle we fit one set of Bearing springs in connection with each axle Box in the outer
and inner Frames or four sets of springs for the complete driving axle-we fit the
Driving wheels between the outer and inner frames.
We prefer to fit the eccentrics on the driving axles outside the wheels so that we
get a direct action on to the slide valve spindle without the intervention of a rocking
shaft or other similar arrangement.
In the case of a compound steam arrangement we use a double seated valve so that
the high pressure steam for. the high pressure cylinder may be allowed to pass into
the low pressure valve chest when the high pressure crank is not in a suitable position
for the high pressure piston to start the Engine. The high pressure steam will then
lift the valve (there being then an insufficient counteracting pressure in the inter-
mediate pipe) and pass into the low pressure cylinder and start ti.e Engine when
once the Engine is thus started the valve automatically closes owing to the increased
pressure in the intermediate pipe and the Engine then works as an ordinary compound.
We arrange the cylinders and their connections whether compound or otherwise so
that the bottom edges of the steam ports are somewhat below the lowest cylinder level
and so that the bottom edges of the exhaust ports are somewhat below the bottom
edges of the steam ports and thus secure the most efficient drainage from the
exhaust.
We do not bind ourselves to use all the details which we have specified in
conjunction and it is evident that there are many mechanical variations which may
be substituted for those specified without interfering with the principles of our
Invention.
Dated this 14th day of July 1888.

page_text: one of the objectionable features of engines with outside cylinders and at the same
time we render the working parts more easily accessible to the enginemen than
they are in ordinary inside cylinder locomotives.
Instead of a long continuous crank axle we prefer using (see fig. 3) two crank
axles C¹ coupled together in the centre by means of a short straight intermediate
shaft D running in an axle box embraced by a mid feather or central slab E extending
between the motion plate and stretcher N.
The intermediate shaft D is provided at each end with a crank. These two
cranks G G¹ are at right angles to each other and connected to the cranks at the ends
of the aforementioned crank axles CC. The crank pins P P¹ of the latter fit into
bushes QQ the external shape of which is spherical. These bushes themselves fit
into spherical holes provided in the cranks G G¹. The spherical shape of the
bushes QQ allows of a certain amount of play which enables the driving axle to
resist better the destructive effect of the lateral shocks of the driving wheels against
the rails.
In combination with the above arrangement of the. crank axle we also propose to
dispense with the flange of the driving wheels and to give to the rolling surface of
their tyres a cylindrical or better still a spherical shape. In the latter case the radius
of the spherical surface would be the radius of the wheel on tread. By this means
we entirely get rid of the lateral shocks which are so prejudicial to the duration of
crank axles and the most frequent cause of their rupture.
This compound crank axle revolves in five axle boxes by preference of the Halpin's
patent system No. 8698, A.D. 1885. Each of the aforesaid short crank axles Cis
provided with two axle boxes namely one in each of the outer frame plate A A¹ and
one in each of the inside frame plates B B. Each of these four axle boxes is provided
with a pair of coil springs. The fifth axle box is as hereinbefore mentioned in the
centre of the axle it is not provided with any springs as its sole purpose is to steady
the axle.
In this arrangement the driving wheels are accordingly located between the outside
and inside frame plates.
We prefer fixing the eccentrics and valve gear on the crank axles between the boss
of the driving wheel and the outer axle box so that the valve spindle is worked
directly by the link without the intervention of a rocking shaft or other mechanical
equivalent.
When we adopt the compound system to our improved locomotive we use the
starting valve shown in figs. 7 and 8. It consists of a double seat valve S loaded
directly by a spring R. The underside of this valve S is in communication with the
steam pipe U to the high pressure cylinder and the space above the valve is connected
as shown with the receiver and low pressure cylinder by a passage T cored in the
casting. The action of this starting valve is as follows:-
When the engine is at rest the valve S is held against its double seat by the
spring R.
As soon however as the regulator is opened the high pressure steam
from the boiler lifts up the valve S and passing through the passage T enters the
low pressure cylinder which then helps to start the engine. The engine once
started the pressure of the steam accumulating in the receiver increases and as the
top area of the valve S on which it acts in conjunction with the spring R is greater
than that of the underside on which live steam from the boiler acts, it is clear that
the valve S falls down on to its seat and the engine thenceforth works compound.
As shown in figs. 5 and 6 we arrange the cylinders and their connections whether
compound or otherwise in such a manner that the bottom edges of the steam ports
are below the lowest cylinder level and so that the bottom edges of the exhaust port
are somewhat below the bottom edges of the steam ports. By this arrangement we
secure the most efficient drainage from the exhaust.
We do not bind ourselves to use all the details which we have specified and it is
evident that there are many mechanical variations which may be substituted for
those described in the foregoing without interfering with the principle of ou
invention.

page_text: 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 :-
:
First In an ordinary or in a compound locomotive, an arrangement of the
framing consisting in the combination of two external frame plates extending from
one end of the engine to the other with two short internal frames extending between
stretchers at the rear of the cylinders and at the front of the outer casing of the fire
box, and a short central frame plate extending between the motion plate and the
stretcher in front of the fire box substantially as and for the purposes hereinbeforo
described.
Secondly In an ordinary or in a compound locomotive the arrangement of inside
cylinders having outside valve chests provided with a circular flange cast around them
for the purpose of fastening the cylinders to the outside frames substantially as and
for the purposes hereinbefore described.
Thirdly In locomotive engines of any description the arrangement of a
circular projection cast on the cylinder and fitting into a circular hole made in the
corresponding frame plate substantially as and for the purposes herein before
described.
Fourthly-In an ordinary or in a compound locomotive an arrangement of the.
steam ports such that the lower edge of the latter is below the lowest part of the
cylinder and the lower edge of the exhaust port below those of the steam ports
substantially as and for the purposes herein before described.
Fifthly in a two cylinder compound locomotive a starting valve consisting of a
double seat valve loaded directly by a coil spring and allowing on the engine being
started, high pressure steam from the boiler to pass directly into the low pressure
cylinder until the back pressure of the steam in the receiver and that of the spring
which act on the top area of the valve exceed the pressure of the boiler steam acting
on the lesser area of the underside of the valve, in consequence of which the said
valve drops back on to its seat and the engine works compound substantially as and
for the purposes herein before described.
ليجي
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