Improvements in Locomotive and other Engines.
Year: 1892

page_text: Date of Application, 27th Dec., 1892-Accepted, 28th Jan., 1893
COMPLETE SPECIFICATION.
Improvements in Locomotive and other Engines.
We, JACKSON RICHARDS, Ninth and Fairmount Avenue Philadelphia,
Pennsylvania, Mechanical Engineer, BARCLAY WALTON, Wyncote, Montgomery
County, Pennsylvania, Gentleman and JOHN ANDREW WIEDERSHEIM No. 919
Chestnut Street, Philadelphia, Pennsylvania, Mechanical Expert and Patent
Attorney, all in the United States of America, 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 consists of a four-cylinder engine provided with valve gear of
novel construction, whereby the engine may be balanced and run steady, and may
attain a high rate of speed with great power, the said engine being distinguished
by its compactness and rigidity and the simplicity of its parts, the construction
being hereinafter fully set forth.
Our invention also consists in providing the live steam passages in the saddle
of the engine with stop cocks or valves for the purpose of cutting off steam when
either side of the engine is disabled, thereby saving time and trouble in the event
of a break down, and making a neat and compact construction, avoiding the use of
additional pipes from the dome, as well as valves thereon.
In the accompanying drawings,
Figure 1 represents a side elevation of a locomotive engine embodying this
invention.
Figure 2 represents a partial front view and partial transverse vertical section
thereof.
Figure 3 represents a partial horizontal section and partial plan view of the
saddle seat.
Figure 4 represents a longitudinal vertical section of one of the cylinders and
valves and adjacent portions.
Figure 5 represents a partial front view and partial vertical section of the
valve motion detached.
Figure 6 represents a perspective view thereof.
Figure 7 represents a view of the double crank shaft employed.
Figure 8 represents an end view thereof and
Figure 9 represents a perspective view thereof, showing relative position of all the
four crank pins, and showing also portions of the driving wheels.
Similar letters of reference indicate corresponding parts in the several figures.
A designates the saddle of a locomotive engine, and B designates four cylinders
which are cast thereon, and placed side by side in pairs, one pair being at the right
and the other pair at the left of the engine.
C designates a crank axle, to which two driving wheels D, D, are secured, said
axle having cranks E, E thereon, and said wheels having their crank pins F, F so
arranged that right hand crank pin F is 90 degrees ahead of the crank pin E³,
and crank pin E is diametrically opposite pin E, while the left hand pin F' is
90 degrees ahead of pin E' or diametrically opposite pin F. By this arrangement,
the cranks are spaced 90 degrees apart around the circle with the intention that
diametrically opposite cranks balance each other.
The connecting rods of the pistons of the two outer cylinders are attached to the
crank pins F, F in the usual manner, while the connecting rods of the pistons of
the two inner cylinders are attached to the cranks E E, of the crank axle.
G designates the steam chests, each of which contains two valves H with ports
for live and exhaust steam each chest having a steam supply pipe connected with
it, and all four exhaust ports leading into the smoke box.
'

page_text: It will be seen that I provide two engines of two cylinders, each of the engines
being independent of each other. The right hand outer and the right hand inner
cylinders with their auxiliaries and their connections with one wheel crank pin and
one axle crank, forin one engine. The left hand outer and left hand inner cylinders
with their auxiliaries, and their connection with the other wheel crank pin and
axle crank, form the other engine.
It will be seen that the locomotive engine may be driven by the four cylinders,
so that a high rate of speed and great power may be attained. Either engine or
part of entire engine if disabled may be run without interfering with the other
engine or part, or causing dead centers in the remaining engine. In such case
steam may be entirely cut off from the chest of the disabled side by means of
valves J, located in the saddle casting, the walls of which are utilized to seat the
said valves.
In order to operate the four valves, I employ but two links K, and two sets of
eccentrics L. The valves of the outer cylinders are driven from the right link as
follows: The right hand outer valve receives motion from the rocker arm M.
The left hand outer valve receives motion from the arm N on said rocker which
by means of a rod P connected with an arm Q on a shaft R, the latter extending
to the left side where by means of an arm S, motion is communicated to the valve
stem T. The valves of the inside cylinders are driven from the left hand links as
follows: The left hand inner cylinder valve receives motion from the left hand
link by means of the rocker arm U, the right hand inner cylinder valve also
receives motion from the left hand link and rocker by means of the arm V, and a
rod W. connecting the arm V with the sleeve X, which fits loosely on the shaft R,
and extends to the right hand side, where by means of an arm Z, it transmits its
motion to the valve stem Z. Thus it will be seen that the valve stem A¹ on the
rocker M moves in opposite direction to the valve stem T, and that the valve
stem Z' always moves in opposite direction to the valve stem A³ on the rocker U.
By these means there will be a steady motion, due to a more perfectly balanced
engine, as steam is taken simultaneously on both sides, thus also preventing all lurching
and moving of the engine from one side to another, and furthermore preventing the
wheels from mounting the rails when running at a high rate of speed around a
curve of small radius. Again straight running is insured, and the pulling off
of tires, the breaking of spokes out of the wheels, and the bending of rails and
hammer-blow effect on bridges are obviated.
Furthermore, owing to the valve coupling and motion-transmitting mechanism
there is a greater compactness, rigidity and simplicity of parts than when two
shafts are employed across the engine, as heretofore noticed.
When the outside right hand crank is on the forward centre, then the right
hand inside crank is at the top half stroke, and the left hand inside crank is at the
bottom half stroke, and the outer left hand crank is at the back centre. By this
arrangement, the engine is balanced, and all dead centres are avoided, even when
only one half the engine is in use, in the event of disablement of the other half.
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. A four-cylinder balanced engine provided with valve gear having two
links and two sets of eccentrics for its four valves, a shaft, a rocker arm connected
with the right hand outer cylinder valve, mechanism connected with the left hand
outer valve and the said shaft, substantially as described for moving said valve in
an opposite direction to movement of said right hand valve, a rocker arm connected
with the left hand inner valve, and mechanism substantially as described connected
with the right hand inner cylinder valve and a sleeve fitting loosely on said shaft
for moving said valve in an opposite direction to said left hand inner cylinder valve,
said parts being combined substantially as described.
2. A balanced four-cylinder engine having the valve gear for its four valves

page_text: provided with two links and two sets of eccentrics, a shaft, a rocker arm connected
with one of the outer valves, an arm connected by a rod with said shaft at one end, and
an arm on the other end of the shaft connected with the other outer valve, a rocker
arm connected with one of the inner valves and an arın connected with a sleeve
loosely mounted on the said shaft and connected by an arm to the other inner
valve, said parts being combined substantially as described.
3. A locomotive engine having a saddle, steam passages in suid saddle, and a
valve in each of said passages, seated on said saddle, substantially as described.
4. A locomotive engine having a saddle, steam passages in said saddle, and a
valve in each of said passages having its head on the side of said saddle, substantially
as described.
Dated this 27th day of December 1892.
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London, Agents for the Applicants.