IMPROVEMENTS IN LOCOMOTIVE ENGINES, AND IN STEAM GENERATORS, VALVES, AND VALVE GEAR APPLICABLE THERETO AND TO OTHER PURPOSES
Year: 1880

page_text: · LETTERS PATENT to William Morgan-Brown, Patent Agent, of 38, Southampton
Buildings, London, for an Invention of "IMPROVEMENTS IN LOCOMOTIVE
ENGINES, AND IN STEAM GENERATORS, VALVES, AND VALVE GEAR APPLICABLE
THERETO AND TO OTHER PURPOSES." A communication from abroad by
Frank Marion Stevens, John Harris Pearson, and Charles Carrol Pearson,
all of Concord, New Hampshire, United States of America.
COMPLETE SPECIFICATION filed by the said William Morgan-Brown at
the Office of the Commissioners of Patents on the 28th September 1880.
WILLIAM MORGAN-BROWN, Patent Agent, of 38, Southampton Buildings,
London. "IMPROVEMENTS IN LOCOMOTIVE ENGINES AND IN STEAM GENERATORS,
VALVES, AND VALVE GEAR APPLICABLE THERETO AND TO OTHER PURPOSES."
A communication from abroad by Frank Marion Stevens, John Harris Pearson
and Charles Carrol Pearson, all of Concord, New Hampshire, United States of
America
The first part of my Invention relates to a locomotive or locomotive engine for
use on railways, and is illustrated in Figures 1 to 6, both inclusive; Figure 1
being a side elevation of the locomotive; Figure 2 a vertical longitudinal mid-
section of the locomotive, and its steam generator and other interior mechanism;
Figure 3 a plan of the same, with the roof removed to show the steam generator
and interior parts; the valves and valve mechanism shown in the said Figures are
shown on a larger scale in other Figures; Figure 4 a detached sectional view
arranged to illustrate the mode of introducing a jet of steam into the stack; and
Figures 5 and 6 are respectively a side elevation and plan of the jet ring for
admitting the live steam to the stack. Figures 4, 5, and 6 are drawn to a larger
scale than Figures 1, 2, and 3.
This first part of my Invention has for its object, among other things, a novel
construction and arrangement of the different parts that together and united
constitute a locomotive engine, and also to economize fuel, prevent sparks, cinders,
and excessive smoke.
One feature of my Invention in locomotives consists in a structure or housing,
having within it a boiler or steam generator, so arranged within it as to leave an

page_text: apartment for the fireman at the rear end of the said structure, and an apartment
or housing cab at its front end for the engineer, the said engineer's apartment
containing the valve gear and valve controlling mechanism, all as herein after set
forth, whereby the engineer is placed at the front of the locomotive, where his view
of the track and signals is entirely unobstructed, where he is removed from the
presence of the smoke, steam, and dust, and where he has all the mechanism for
starting, stopping, and reversing the locomotive completely under his control.
This construction affords additional security to the lives of passengers and to
the safety of rapidly moving trains.
The universal system of discharging exhaust steam into the stack to increase
the draft produces sharp intermittent blasts through the fire, tearing it to pieces,
and sending the products of combustion and small particles of coal therein through
the tubes and stack so rapidly as to afford but little time for the products of
combustion to impart their heat to the tubes and water, and causing the emission
of showers of sparks and cinders, which is a source of danger and annoyance, and
further the products of combustion and particles contained therein travelling at
such rapid rate soon cut out the tubes and spark arresting screens.
To obviate this difficulty I have devised a method of accelerating the draft by a
jet of live steam taken from the boiler, the said jet being introduced preferably at
the base of the stack, at a pressure less than that at which the exhaust steam is
commonly introduced, and at the same time I have connected with the exhaust
valves suitable outlets to convey the exhaust steam into the atmosphere.
To enable me practically to carry out this plan I have constructed the valve
mechanism and its actuating gear so as to work the steam in the cylinder to full
advantage, that is, I have provided for a full or nearly full opening for the steam
to its admission ports at or near the beginning of the stroke, and have provided
means to exhaust the steam at as near the end of the stroke of the piston as is
practicable with the speed of the engine, and at the same time I have retained
means to vary the point of cut off or admission of steam into the valves, and have
arranged the mechanism so as to obviate excessive lead or compression common in
the present form of locomotives.
To enable me in a practical way to abandon the use of exhaust steam as a
means for stimulating the draft, it became necessary for me to provide the
locomotive with more rapid and efficient means whereby I could better utilize the
heat in the fuel and products of combustion.
To do this I have applied to the locomotive a form or class of boiler not heretofore
employed in locomotives, such boiler containing improvements invented by myself,
whereby I am enabled to generate steam very rapidly, and with the least possible
expenditure of fuel and loss of heat.
The metallic casing or shell forming the furnace or combustion chamber of this
locomotive engine is lined with fire brick or other refractory material, which greatly
adds to the efficiency of the apparatus in the rapid generation of steam. I have
extended the combustion chamber nearly or quite the whole length of the boiler
or steam generator, so that more time and space are allowed for the more perfect
combustion of the gases produced by the consumption of the fuel than can be
gained in the present forms of locomotive boilers.
In this my locomotive I employ separate inlet and exhaust valves, as I desire
the exhaust valves to be held open, or nearly so, under certain conditions, while
the inlet ports or valves are closed or nearly so, and this while the engine is in
motion on the track.
If it is desired to reverse the motion of and run backwards a locomotive pro-
vided with separate inlet and exhaust valves for each end of each cylinder, as
berein described, the engineer under most circumstances will first reverse the
motion of the engine, partly in order that steam power may be subsequently
employed to arrest and reverse the motion of the locomotive, but by holding open
the exhaust ports and closing the inlet ports it will be apparent that a sufficient
quantity of steam to result in injury to the cylinder and piston cannot be entrapped

page_text: in the cylinder, nor can a vacuum be formed in the said cylinder which would tend
to stop the locomotive or train. Operating the valve as herein described is
especially desirable when running into a station or on a down grade, as then instead
of shutting off the steam entirely by the throttle-valve, as is commonly done in
ordinary locomotives, I place the valves in such position that the steam admission
ports of the moving locomotive shall be held closed, and the exhaust ports open,
leaving the piston free to act without tendency to compression.
Prior to this my Invention I am not aware that a locomotive has ever been
constructed in which the valves may be made inoperative in such position that the
exhaust ports are held open and the admission ports closed.
Referring to the Drawings, let A represent the driving wheels; B, the usual
connecting rods; C, the bogey truck, placed at the front of the structure D, in
which is placed the steam generating apparatus. The said structure is shaped and
arranged to furnish at its front part in advance of the generator and apartment E
for the engineer, and at its rear an apartment E' for the fireman. The engineer's
apartment is above the bogey truck. The main part of the framing for the
generator and engine is hung upon springs on the usual axle boxes, and is extended
forward over the bogey truck and to the pilot F, which is partly broken away in
Figures 1, 2, and 3.
These two apartments E, E', are connected along the sides of the steam generator
by the narrow gangways a, a, (see Figure 3). In order to enable me to produce
steam in the most rapid and uniform manner with the least possible expenditure of
fuel I have invented and applied to the locomotive a flattened generator or shell G,
which will be more fully herein after described. The stack or sinoke pipe /, located
at the front end of the boiler G, has placed within it a steam pipe or jet b, perforated
to discharge live steam into the stack, the said jet being connected by a suitable
pipe with a portion of the boiler G, preferably at its rear end, as shown in
Figure 3, so as to place the steam jet b under the control of the fireman.
The engine cylinders I are connected by means of a suitable bed plate J.
K represents the axles, upon which are fixed the drivers A and the eccentrics c
that operate the connecting rods d. Each engine is provided with like valves and
operating gear, so a detailed description of but one will be necessary, it being
understood that the letters are employed for like parts. Let L represent the cam
shaft, mounted in bearings and provided with two cranks, bent and arranged at
right angles to each other. Connecting rods e, e, take hold of these cranks and
extend back to and connect with upright levers or arms f. f, pivotted on the frame
work, as shown. To the lower extremities of these arms are attached the other
connecting rods d, d, which extend backward and are connected with eccentrics c, c,
on the axle.
The levers f, f, are employed partly to enable me to arrange the connecting rods
in a horizontal position, and thus economize room, and partly to employ cranks
which differ in throw from the eccentrics. If the connecting rods were carried
directly from the eccentrics to the cranks while the former are in a plane so much
below the latter the vertical play of the frame on the springs of the locomotive
would be sufficient to derange the functions of the parts, if not to render them
entirely inoperative, as the distance between the axis of the axle and the shaft L
will be constantly varying to a considerable degree.
But with the connecting rods arranged in parallel planes at right angles to the
substantially vertical play of the frame on the springs this injurious effect is
practically neutralized.
At each side of the engineer's apartment is a door, which affords easy ingress
and egress to and from it. The hand-wheel h by which the valves are shifted is
directly under the hand of the engineer as he stands upon the foot board g, and the
throttle valve i in the steam pipe 8 is also near his hand.
M is the head light, which is accessible from the interior of the engineer's cab by
a door j.
To suit the tractive force of the locomotive to the traffic or the work it has to

page_text: perform I shall provide it with removeable weights o, by which the pressure of the
drivers on the track may be varied at pleasure or as circumstances may demand.
If the traffic is light, as it is on some roads at certain seasons of the year, these
weights, or portions of them, may be removed so as to lighten up the engine.
I am the better enabled to do this as my boiler is much lighter than those in
ordinary use, and is better adapted to receive the weights.
It is well known that for heavy work all the weight of the locomotive should
as far as possible be made to rest upon the driving wheels. My construction makes
it possible for me to place a greater per centage of the entire weight over the
driving-wheels than in other locomotives known to me.
I am aware that depending water circulating tubes have been employed in
stationary furnaces, but not in locomotives; so also fire brick has been employed
in fire boxes of boilers, but I am not aware that a metal casing to sustain at its
top and be covered with or by a boiler, and constituting the furnace for the
generator, has ever been lined with refractory material; so also I am aware that
the exhaust steam has at times been discharged into the atmosphere, and that live
steam has been used to stimulate the draft, but no single engine or locomotive has
ever to my knowledge been provided with contrivances to stimulate the fire
by live steam in regulated quantities, and deliver the exhaust steam into the
atmosphere outside the stack.
I am also aware that locomotives or engines for roads and highways have been
designed, showing an apartment for the pilot or steersman in front of the boiler,
and for the fireman and engineer proper at the rear of the boiler, and also that the
engineer's apartment has been placed at the top of the boiler near its front part, but
all these contrivances differ from my plan herein described, as the apartment at the
front of the boiler does not, as in my plan, contain all the valves and mechanism
for opening them, and the engineer is not therein, as in my plan, given an
apartment and position in advance of the smoke stack, and smoke issuing therefrom,
which in ordinary engines affects the clear view of the engineer.
The second part of my Invention, which I will now describe, relates to the steam
generator before referred to. This generator is illustrated generally as applied to a
locomotive, in Figures 2 and 3, and more in detail and on a larger scale in
Figures 7, 8, 9 and 10, wherein Figure 7 is a cross section through the generator
and fire box and some of the tubes; Figure S, a vertical longitudinal mid section
through one of the tubes; and Figures 9 and 10, cross sections of the same taken
respectively in the planes of the lines a, x, and y, y, in Figure 8.
Let D represent the fire box, which may be provided with a grate 1, an ash
pan m, and a fire door n in the usual way. P is a combustion chamber, which
opens out of the fire box and extends forward to the stack or uptake H. The entire
inner faces of the fire box and combustion chamber are lined with fire brick o, or
other equivalent refractory material.
G is the boiler shell made from boiler plate, and preferably as two concave
flanged halves joined together at the horizontal median line by means of rivets as
shown.
All of the hollow of the shell might be formed in one of the parts, and the other
part be flat, but for strength, convenience of manufacture, and cheapness, I prefer
to form half the hollow of the shell in each part, flange the edges, and join them
together as shown.
This boiler shell rests directly upon the walls of the fire box and combustion
chamber, and the interstices between the fire brick and the boiler shell are filled in
with fire clay or other refractory material, as indicated at p, p, in the Figures, s
as to prevent the air from entering at the joint between them.
The boiler shell being broad, flat, and thin, it will require to be properly stayed
and I provide for this (in connection with compound water-tubes arranged to
depend from the lower or tube sheet of the shell), as will now be described.
In Figure 8 I have shown the compound tube and stay enlarged; Q is a thi
metal tube closed at the bottom and attached at the top to a tubular cast meta

page_text: nut R. This nut is provided with a squared or polygonal portion q to receive a
wrench, a screw threaded portion r to screw into the tube sheet or shell, and an
elongated tubular portion to form a nut to receive the stay bolts 8, and an inner
tube t. The stay bolt may be threaded throughout its entire length and be
made conical at its top, and when it is screwed down through the crown sheet of
the boiler it engages the bore of the nut which is screw threaded to receive it. To
make a close joint, a washer or gasket u, of copper or some other suitable material,
may be inserted under the head of the stay bolt if necessary.
The inner tube t is screwed into the tubular nut at v, and the lower end is free
and open.
An opening wis made through the nut above the end of the tube t and
and another a is made through it below the point v. These openings may be of
any size or shape and serve to permit the circulation of water through the tubes.
In putting in my compound tube the parts Q, R, and S, and t are made in separate
parts; the tube t is inserted and screwed in from below, and the outer tube Q is
inserted in its socket and brazed in place.
The compound tube is then screwed into the tube sheet, and the stay bolt s
screwed down into the nut and through the crown sheet, until its head rests firmly
on the said sheet. By this construction I am enabled to employ the thinnest possible
material for the tube Q consistent with strength, and the heat imparted to the said
tube, and the exposed part q of the nut R is conducted by the internal parts of the
nut and the stay bolt to the water in the boiler.
Entering the upper end of the the tubet through the aperture a¹, the water
descends to the bottom of the tube Q. There it is heated and rises around the inner
tube, passing out at the apertures w into the boiler shell again. By this means a
constant circulation is kept up through all of the tubes.
"
Although but few tubes are shown in the Drawings, I may and generally do
employ a large number in practice. In a full-sized boiler for a locomotive as many
as five hundred tubes may be employed, arranged close together and "staggered
as indicated in Figures 2 and 3, so that the tubes of one row across the combustion
chamber may cover the spaces between those in the adjacent rows.
Thus the flames and heated gases are caused and compelled to impinge forcibly
against all of the tubes on their way to the uptake, the said tubes being arranged
directly across their path. The close order of the tubes and their peculiar arrange-
ment has a somewhat retarding effect on the gases, and prevents in a good degree
the escape of any of the uncombined gases to the stack, and insures perfect
combustion. The tubes should reach down nearly to the floor of the combustion
chamber.
To insure the most intense heat in the fire box and combustion chamber from
end to end, I avoid all the water spaces all around the same, which serve to
lower the temperature of the gases, and line the whole interior surface of the fire
box and combustion chamber with fire-brick or other similar refractory material as
before stated.
To prevent the passage of the gases from the fire box to the stack, along the
sides of the combustion chamber, where no tube can well be put, I provide refractory
deflectors c', c, arranged at intervals, and extending from the floor of the chamber
up to the shell of the boiler.
S is the steam pipe leading to the engines; this serves as a steam drum also, and
is mounted on several short hollow legs d'. By thus providing the pipe with more
than one inlet from the boiler I prevent priming to a great extent.
The water is introduced into the generator shell at one end, and the blow off
pipe is arranged at the opposite end.
The shell G is secured to the outer casing by means of angle irons on the casing,
and corresponding angle-irons secured to the shell. I prefer to employ four, one at
each end and one at each side, and to slot the bolt holes so as to permit of both
lateral and longitudinal expansion and contraction.
Air may be admitted to the fire box above the grate by means of apertures
arranged in the usual way.

page_text: As indicated in Figure 7, the walls of the fire box and combustion chamber are
widened or extended laterally above the bottom of the said chamber, whereby I am
enabled to employ a wider boiler-shell and to get in a greater number of tubes than
would be possible if the walls were carried up parallel with the sides of the fire
box, as the latter must be narrow enough to drop between the drivers of the
locomotive.
To cause the flames and gases to be deflected upward into or among the tubes, I
may place, at the angle formed by the back wall of the fire box with the floor of
the combustion chamber, a deflector 24 (see Figure 7). This prevents the flames
from passing back along the floor of the chamber P.
In my Invention the entire outer metal casing, within which is the combustion
chamber, is lined with fire brick or refractory material. In upright circular
generators, containing tubes depending from a shell into the combustion chamber
and irregularly set, the products of combustion do not, as in the chamber P, have
a continuous flow horizontally or substantially so, or toward one end of the com-
bustion chamber to one uptake, so as to form a continuous current such as it is
herein aimed to interrupt by "staggering" the tubes as set forth.
That part of my Invention which relates to the valve is best illustrated in the
enlarged detail views Figures 12, 13, and 14. Figure 12 is a vertical mid section
taken through the valve and its chamber; Figure 13 is a plan view of the valve
with the casing and part of the valve in section; and Figure 14 is an end view of
the valve stem.
Let T designate the valve chest provided with an inlet or opening e'; U, the
valve seat provided with ports x2, x²; V, the valve provided with ports 30, 30,
corresponding to those of the seat, and W, the valve stem.
The valve and its seat have each the form of a cylindrical or slightly conical
cup, the seat fitting inside the valve, the ports 2 and 30 being formed in the side
walls of the valve and seat.
The surfaces of the valve and seat in contact may be cylindrical, and are
preferably slightly conical, that the wear may be taken up, and the valve and seat
are ground to fit each other accurately, although not necessarily closely. I have
shown the valve and seat as inverted cups with a vertical valve stem.
The valve chest T is secured to the cylinder I by bolts or screws in the usual
and is provided with a gland h¹ for packing the valve stem W.
manner,
The seat U is secured in place by means of a bottom flange, and the valve is
made deeper than the seat, leaving a clear space above it, which space commu-
nicates with the interior of the valve chest through holes or openings 1 in order
that the steam may have access to it, and thus counter-balance the pressure from
above, which tends to force it down tightly upon its seat.
A valve of this character is apt to lift him from its seat at times, especially when
used as an exhaust valve, thus causing leakage, and it is also liable when turned
suddenly to tilt somewhat upon its seat, or be forced to one side, thus wearing
unevenly, and also inducing leakage. To obviate these and other defects is one
object of my present Invention.
I provide, first, a means for holding the valve to its seat, consisting of two
shoulders or bearing points on the stem, whose relative distance apart can be
adjusted, one being at the bottom of the stem and bearing down upon the top of
the valve, and the other being above this point and bearing up against some fixed
part.
I form the valve-stem in a separate piece from the valve and provide its lower
end with a head ' which engages a socket in the top of the valve. By this
construction the valve and stem, when in place, are compelled to move together
but the stem may be lifted off with the valve-chest, leaving the valve in its place
on the seat.
The bead is preferably a cross-head, and the socket a cross groove into which
the bead fits, but any other suitable form of head and socket may be employed, i
preferred, as a square or X shape. The valve-stem will usually be operated through

page_text: a radial arm m¹ which is fixed to it, and as this arm is turned to one side there is
a slight tendency to tilt the stem in its bearings in the gland h, in which the stem
may have some slight lateral play, and tilting movement that may thus be imparted
to the stem will not, in my construction, be communicated to the valve, there being
sufficient looseness at the connection between the stem and the valve to permit the
stem to tilt without affecting the valve, to which it can impart no other than a
rotary movement. If the stem and valve were fixed solidly together, as heretofore,
the tilting of the stem would cause a corresponding tilting of the valve upon its
seat, and thus induce unequal wear of the valve and seat.
The valve stem is formed in two parts, on one of which is a downward bearing-
point, preferably the lowest point on the valve stem, which bears downwardly upon
the valve and holds it to its seat, and upon the other part is an upward bearing-
point adjustable with relation to the lower point, and which bears upwardly
against some fixed part, as the roof of the valve-chest, to keep the lower point from
lifting.
I prefer to make the two parts of the valve stem to work one within the other,
the outer part being a tube n¹, and having the bearing-point o¹ formed upon it as
a shoulder, and the inner part being a rod or tube p' screwing into the tube n¹ and
projecting normally beyond it at both ends, its lower end forming the lower bearing
point, and its upper end being provided with a head by which it may be turned.
By screwing the part pl up or down in the part n¹ the distance between the
bearing-points may be adjusted, and when properly adjusted, so as to hold the
valve down firmly upon its seat without causing any binding or undue friction, a
set nut q' is screwed down tightly upon the top of the tube n¹, thus preventi
further rotation of the two parts, one on the other. The outer tube is engaged, by
the lever m², or other provision for rotating or oscillating the valve, and the inner
tube and valve move with it.
I provide the valve stem with an oil duct extending downward through it from
an oil-supply above the gland h' to its lower end, where it communicates with the
steam-space i, through a hole or opening in the top of the valve.
To insure the even movements of the valve upon its seat, and to prevent its
tilting or being forced to one side when turned suddenly, thereby causing unequal
wear and consequent breakage, I form an annular groove ¹ around the bottom of
the seat, which groove embraces the bottom edge of the valve, and its outer side or
annular shoulder prevents any lateral movement of that edge away from the valve
seat, while its bottom affords a uniform bearing for the bottom edge of the valve,
and keeps it from being forced down so tightly upon its seat as to bind thereon.
I prefer that the valve should bear more forcibly upon the bottom of the groove s¹
than it does against the surface of the seat, that the wear at its point of contact
with the seat may be reduced to a minimum, and that for use with steam the valve
shall conform accurately and closely to its seat, but shall ordinarily not actually
touch it, being borne and guided wholly by the groove s'. To maintain this
proportion in use as the valve wears, the width of bearing surface between the
bottom of the valve and the groove must be so proportioned to the surface and
coning of the seat that the wear of the respective contact surfaces shall exactly
correspond.
To properly guide the incoming or outgoing fluid between the valve-ports x
and 30, and the cylinder port t¹, I provide a deflector X of substantially inverted
cone shape, which is fixed to the roof of the valve seat, or is formed in one piece
therewith, as preferred. Were it not for this deflector the incoming streams of
fluid from the opposite ports 2 would, when my Invention is used as an inlet
valve, be directed against each other at the centre of the hollow seat, and would
retard each other's flow to the port t¹, and conversely when used as an outlet or
exhaust valve, the upward stream of fluid from the port t¹ would impinge upon the
roof of the valve seat before passing to the ports x³.
The deflector obviates these disadvantages, and by deflecting the incoming
streams downwards or dividing the upwardly flowing stream, and directing it

page_text: outwardly to the several ports, greatly facilitates and accelerates the flow of fluids
through the valve.
That other part of my Invention relating to the engines and valve-gear is
illustrated in Figures 15, 16, 17, 18, 19, 20, 21, and 22, where the engines and gear
are shown enlarged. The engines and valve gear are shown on a smaller scale in
Figures 2 and 3. Figure 15 is a plan of the engines and valve gear; Figure 16 is
a partial longitudinal vertical section of the same taken in the plane of the line z, z,
in Figure 15; Figure 17 is an end elevation of Figure 16, a portion thereof at the
right being in section; Figures 18 and 19 are views of opposite sides of the cam
barrel Figures 20 and 21 are sections of the cam barrel taken respectively in the
planes of the lines x', x¹, and y¹, y', in Figures 18 and 19, and Figure 22 is a detail
showing the levers actuated by the cam barrel to operate the valves.
The features of my Invention under this head consist, among other things, in a
locomotive having two inlet and two exhaust valves, and means to operate them,
whereby the engine-pistons may continue their motion while the valves remain
stationary, as when the engine is on a down grade, without increasing the pressure
in the boiler.
Also in a cam-barrel provided with suitable cams combined with means to
impart lateral motion to the said cam-barrel.
Also in a system of separate inlet and exhaust valves and cam-barrels, of
excentrics, pivotted levers and links to connect the excentrics and cam-barrels
with the said levers, as hereinafter set forth and specified in the claim at the end of
this Specification.
The novel features of this portion of my Invention lie in the shifting cut-off and
reversing cams, partly in the means for operating the same, partly in the means for
communicating the motion from the cam to the valves, and partly in the combi-
nation of the valves with the several features of the valve gear, all as will be more
fully hereinafter set forth.
Let II. represent the engine-cylinders of a locomotive; J, the bed plate that
connects thein; B, B, the connecting rods; A, A, the drivers, and K the axle on
which they are fixed. These have been before referred to.
Each engine is provided with like valves and operative gears, all actuated from
like points simultaneously, and consequently a detailed description of one will
serve for both, like letters being used to designate like parts.
L is the cam-shaft mounted in bearings at a, a, and provided with two
cranks 62, 62, bent or arranged at right angles to each other. Connecting rods e, e,
take hold of these cranks, and extend back to and connect with upright levers or
arms ff, pivotted in the frame at e³, e², as shown.
To the lower extremities of these arms are attached other connecting rods d, d,
which extend back, and are connected with the eccentrics c, c, on the axle K.
Cranks may sometimes be used in place of the eccentrics, but I prefer eccentrics.
These eccentrics are also set at right angles on the axle, and consequently a rotary
notion of the axle will communicate a corresponding rotary motion to the shaft L.
Two eccentrics and two cranks arranged at right angles, or nearly so, are employed
to avoid dead centres."
"
The arms ff, are employed partly to enable me to arrange the connecting rods
in a horizontal position and thus economize room, and partly to employ cranks
which differ in throw from the eccentrics. If the connecting rods were carried
directly from the eccentrics to the cranks while the former are in a plane so much
below the latter, the vertical play of the frame on the springs of the locomotive
would be sufficient to derange the functions of the parts, if not to render them
entirely inoperative, as the distance between the centres of the axle K and shaft L
will be constantly varying and to a considerable degree.
But with the connecting-rods arranged in parallel planes at right angles to the
substantially vertical play of the frame on the springs, this injurious effect is
practically neutralized. This is another reason for the construction shown.
On the shaft L is an elongated cam-barrel A' which is arranged to slide

page_text: "
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longitudinally upon the shaft, it being prevented from turning by means of a
spline c. Referring to Figures 18, 19, 20, and 21, where this cam-barrel is more
fully illustrated, 1 represents a circumferential groove between the "exhaust" end
of the cam and the "inlet" end. This inlet end consists of two spirally constructed
cut off" cams 2 and 3, the former of which may be designated the "go-a-head
inlet cam, and the latter the "backing" inlet-cam. The cams are alike, but are
arranged in inverse order. As a spirally arranged cut-off cam is not of itself new,
it will not be necessary to describe its construction more fully. The exhaust end
consists of two exhaust-cams 4 and 5, the former of which may be designated the
go-a-head" exhaust cam, and the latter the "backing" exhaust cam.
The elongated cam-barrel A¹ may be considered as a cylinder having a diameter
equal to the section taken on the line y¹, y', in Figures 18 and 19, and as shown
in Figure 21, and the cams 2, 3, 4, 5, may be considered as enlargements on said
cylinder. The exhaust cams 4, 5, each extend half way around the cylinder, and
there is a zone between them where the enlargement extends all around the
cylinder in the form of a belt 6.
Through this belt the section shown in Figure 21 is taken. Thus at 6 I have an
enlarged cylinder between the exhaust cams, and a lesser zone consisting of the
cam-barrel itself at 7 between the inlet cams, shown in Figure 20. The object of
these will be explained further on.
On the end of the barrel A' is formed a clutch groove h³ with which engages a
fork i³. This fork has a nut or threaded bore on its lower end, which engages a
horizontally arranged screw that has fixed bearings on the main-frame.
This screw bears a mitre or bevel wheel that engages a bevel wheel 12 on a
shaft arranged at an angle to the screw *.
At the other end of this latter shaft is another bevel-wheel which meshes
with a larger wheel m² on a vertical shaft provided with a suitable hand-wheel h,
so that by rotating this hand-wheel the screw 7 may be rotated, the fork i³
caused to travel thereon, and the cam-barrel A' be caused to move longitudinally
on its shaft; C', C', are the inlet valves, and D¹, D¹, the exhaust valves. These
are preferably oscillating valves, which may be of any suitable character, or single-
acting slide valves may be used instead. To the stems of these valves are fixed
arms m³, m³, and these arms are arranged to connect with levers o², o², by a ball
and socket connection consisting of oblong hemispherical-ended blocks q², q²,
through which the tie-bolts 2, 72, pass, as shown in dotted lines.
These tie-bolts may, if desired, be utilized from the prolonged ends of the
springs p. The nuts on the outer ends of the bolts 2,2, have also hemispherical-
faces, and these, as well as the convex ends of the blocks q², engage corresponding
concaves in the levers and arms.
כן
The cam barrel A' with its cams is arranged to rotate between the levers o³, 08,
in such a manner that the springs p², p³, will cause the levers to clasp it, and they
are provided with rounded protuberances 82, 83, to bear on the barrel and cams.
The "go-a-head" cams 2 and 4, the zones or belts 6 and 7, and the "backing
cams 3 and 5 are the same distance apart, and are spaced to correspond with the
distance apart of the valve-levers o2, o², so that when the levers of the exhaust
valves engage, say, the cam 4, those of the inlet valves will engage the cain 2.
The operation is as follows:-Suppose the locomotive to be going ahead the
driver-axle K communicates rotary motion to the shaft L, and through it to the
cam-barrel A' and its various cams. Each revolution of the axle imparts a
corresponding revolution to the cams.
The cam
in its revolution acts alternately
upon the levers 03, 0%, pressing them outward, and they, in turn, act upon the
arms n³, n, to oscillate the valves and admit the steam to the cylinder. At the
same time the cam + acts in a like manner upon the exhaust valve levers to permit
the escape of the steam.
If the engineer wishes to reverse the engine he shifts the valve mechanism
through the medium of the hand-wheel h. The rotation of the said wheel in the
proper direction causes the cam-barrel A' to move along its shaft in a manner

page_text: herein before described, until the backing cams 3 and take the places before
occupied by the cams 2 and 4. It will be observed however that in making this
change, the belts or zones 6 and 7 must coincide while the movement is being
made with the levers connected respectively with the exhaust and inlet valves,
and the result will be that the two inlet valves will be closed and the two a
exhaust valves thrown wide open, and all simultaneously. This clears both ends
of the cylinder of steam before the change is, or can be, made from backing to
going-a-head, or vice versa.
While the cams are in this position the valves are stopped from moving, although
the engine-pistons may yet be in motion, and in going down a grade while the 1
cams are so set the pistons operate freely, and can neither compress steam or air in
the cylinder or form a vacuum, and consequently the cylinder or piston cannot be
injured or the rotation of the train retarded.
One of the most important features of this my valve-gear is that by it the
engineer is enabled to throw open both exhaust valves and close both inlet valves
simultaneously.
Ordinarily with this gear, the throttle valve will not be employed, as the setting
of the valves as just described effectually cuts off all the steam from the cylinders.
To enable the cams to be brought successively under the protuberances on the
levers by a lateral as well as by a rotary movement, I provide inclines or easements
as shown, avoiding all abrupt offsets.
The springs p² serve to close the valves at the proper moment, and each lever o²
may have a separate spring. In some cases I may employ a positive force as a cam
in lieu of a spring to close the valves.
As shown, the cams employed on one cylinder are arranged oppositely to those
on the other, and the two sets of cams move outwardly and inwardly at the same
time when shifted. They might, however, be differently arranged so as to move in
the same direction simultaneously. I prefer to employ two distinct screws j, one for
each cylinder as shown, provide each with a bevel-wheel ², and drive them froin a
common bevel- wheel m², but one screw for both would answer very well.
I do not care to confine myself to any particular arrangement of these gear-
wheels for operating the screw or screws 7, nor to the use of screws for effecting
the longitudinal movement of the cam-barrel, as a rack-and-pinion or other
movement might be employed for this purpose.
The ball-and-socket connection of the arms o³, o², with the valve levers gives
perfect freedom to the movement without detracting from its positiveness, and
the employment of the levers enables me to get a greater movement of the valve
with a given throw of the cams than could be had by causing the latter to act
directly upon the arms m³, m³. In some cases the levers might be dispensed with
and the arms m¹ be arranged to bear directly upon the cams or barrel A'. I could
rotate the shaft L from two cranks formed on the driver axle in lieu of the
eccentrics, but these are costly and cannot be adjusted with ease like an eccentric.
It is not absolutely necessary that the eccentrics and cranks should be at right
angles to each other, but this arrangement is preferable.
As a matter of convenience I contemplate so constructing the gearing that less
than one revolution of the hand wheel I will be sufficient to shift the cams, and to
so mark the wheel that the engineer may know at a glance in what position the
valves stand.
Instead of arranging the shaft L to rotate continuously, it might be arranged to
oscillate or rotate once over and back.
Having thus fully and completely described and ascertained the nature of my
said Invention, I declare that I clain,-
First. A railroad locomotive, consisting of the steam generator, composed of the
shell G, pendant circulating tubes, and a metal casing lined with a refractory
material; the structure D mounted on a proper supporting frame above the drivers
and bogey truck to receive the said generator, the said structure being divided to
form in front of the generator an apartment for the engineer, and at the rear of

page_text: the generator a separate apartment for the fireman; suitable running gear
for the said structure and of two sets of inlet and two sets of exhaust valves, and
mechanism to open and close them at the proper times, to start, stop, or reverse the
locomotive, the said valves and their operative mechanism being located in the
said engineer's apartments, in front of the said generator or boiler, and in front of
the smoke stack, all as shown and described.
Second. In a locomotive engine the steam generator and a chimney or stack, and
a pipe to conduct live steam from the generator to the chimney or stack, combined
with the exhaust or outlet valves disconnected from the stack, and independent
pipes to deliver the exhaust steam from the exhaust-valves into the air outside of,
and independent of, the chimney or stack, as and for the purpose set forth.
Third. The combination in a locomotive of the following instrumentalities, viz. :-
Two sets of inlet valves to receive steam from the steam chamber, and two sets of
exhaust valves, substantially as described, having outlets to discharge the exhaust
steam into the atmosphere, the steam generator, smoke stack, and pipes adapted to
conduct a regulated amount of live steam to, and discharge it into, the stack, both
while the engine is in motion and at rest, the combination being and operating
substantially as and for the purposes set forth.
Fourth. In a locomotive the structure D mounted on a proper supporting frame
above the driver's and bogey truck, to receive the steam boiler or generator near its
central part, and having an apartment in front of the said generator for the engineer,
and an apartment at the rear or fire-box end of the generator for the fireman,
combined with the bed-plate J provided with steam passages, a foot-board or
platform above it for the engineer to stand upon, a set of independent inlet and
outlet or exhaust valves, and cam-barrels to move them, located in the said
engineer's apartment, and with a hand-wheel located at front of said platform by
which to control the admission into and escape of steam from the said valves, to
thereby enable the engineer when operating the locomotive to stand at the rear of
the hand-wheel, with his face in the direction of the forward motion of the
locomotive.
Fifth. In a locomotive engine having the frame work, driver's, and bogy truck,
a steam generating apparatus mounted thereon as described, consisting of au
extended combustion chamber lined with fire brick, the boiler shell G, and
depending water-circulating tubes projected into the said chamber, as set forth,
combined with two sets of inlet and exhaust valves, and mechanism to control the
admission into, and escape of steam from, the said valves, all located in the
engineer's apartment in advance of the steam generator, and with the described
system of connecting-rods and levers between the rotating axle K of the drivers
and the valve operating shaft to operate the said inlet and exhaust valves, all
substantially as described.
Sixth. In a steam generating apparatus the fire-box and combustion chamber P,
in combination with the wrought metal flattened concaved generator shell G,
arranged to cover the combustion chamber as shown, and water circulating tubes
connected with the flattened underside of the said shell, substantially as
described.
Seventh. The combination with the boiler-shell of the outer tubes, inner
tubes, and tubular nut, and the stay-bolts to operate substantially as described.
Eighth. In a steam generator, the tubular nut provided with the screw threaded
part to enter the generator shell, and the openings and water-ways combined with
the thin outer tube brazed or permanently attached to the said nut, the inner tube
also attached to the said nut, substantially as shewn.
Ninth. In a steam generator, the elongated, horizontally placed, concaved,
wrought-metal shell, the combustion chamber covered by the said shell, the
fire-box at one end of the combustion chamber and shell, and the uptake at the
other end of the combustion chamber and shell as explained, combined with
the pendent water tubes attached to the said shell at its under side between its
.

page_text: ends, and arranged in rows across the track of the flames and gases passing
horizontally along under the shell to its front end into the uptake, the said tubes
in each row being arranged opposite the spaces between the tubes in the adjoining
row or rows, so that the body or column of flame and gases flowing to the up-take
is broken up to thus utilize to the highest degree the beat of all parts of the flame
and gases directly upon the tubes, substantially as set forth.
Tenth. In a locomotive the flattened wrought metal generator shell G, the
dependent water-tubes connected therewith, substantially as described, combined
with the metal casing for the combustion chamber, and the refractory lining for
the fire-box and entire casing up to the shell, the fire-box portion of the metal
casing being made narrow, as set forth and shown, to rest between the drivers,
leaving the upper widened portion of the casing from end to end to receive the
tubes, thus increasing the fire surface, substantially as described.
Eleventh. The combination of the rectangular casing of the furnace lined with
fire-brick or tiles with the rectangular flattened boiler shell G having a peripheral
median flange arranged to rest upon the said casing, and the interposed refractory
material, substantially as and for the purpose set forth.
Twelfth. The conical shell-like slotted valve-seat U and the hollow annular
slotted valve V, fitted externally upon the said seat and provided with a socket,
combined with the separable valve stem, having its lower end fitted loosely into
the said socket, whereby the valve is prevented from being tilted as it is moved
axially, substantially as described.
Thirteenth. The inverted cup shaped axially movable valve V, finished internally
to fit the valve-seat externally, and the valve-seat U and valve-chest, combined
with the loosely connected valve stem, having upward and downward bearing
points, substantially as described, one to bear upon the valve and the other against
the chest, and made adjustable with relation to each other, as and for the purpose
described.
Fourteenth. The ported conical valve-seat having an annular groove 8' about its
base combined with the cup-shaped, ported, hollow, shell-like valve V, finished
internally and fitted externally to the valve seat, the lower end of the valve
entering the said annular groove s¹, the said valve-shell being longer than the
seat to leave space between the top of the seat and the interior of the valve-shell
above it, thereby enabling the valve to freely descend and fit the said groove and
conical interior of the valve-seat, and take up wear between the valve and seat,
all as described.
Fifteenth. The rotary cup-shaped valve V and hollow ported seat U in combi-
nation with a deflector X fixed or formed inside the seat, and adapted to direct the
incoming or outgoing fluid from or to the ports in the valve-seat, substantially as
set forth.
Sixteenth. In a locomotive engine, two inlet and two exhaust valves and means
to operate them, whereby the engine-pistons may continue their motion while the
said valves remain stationary, for the purposes set forth.
Seventeenth. In a locomotive-engine, cam-barrels provided each with two sets
of cams to operate the two inlet and exhaust valves, combined with a hand-wheel
and screw shaft, and means to connect the said screw-shafts with the said cam-
barrels, substantially as described.
Eighteenth. In a locomotive engine, the cam-barrels and their cams to operate
the separate inlet and exhaust-valves as described, combined with the eccentrics,
pivoted levers, cranks, and shaft, and the connecting links to join the said levers
with the said eccentrics and cranks, substantially as described.
Nineteenth. The shaft L combined with the movable cam-barrel, provided
with cams 2, 3, 4, 5, and belts or zones 6 and 7, substantially as and for the
purposes set forth.
Twentieth. In a locomotive, the driver axle, its eccentrics, the centrally pivoted
upright levers, and the connecting rods joined with the lower ends of the said

page_text: levers and with the eccentrics, combined with the rotating cam-shaft L, and the
connecting-rods joining it with the upper ends of the said upright levers, the two
sets of connecting rods being extended in opposite directions from the upright
levers with which they are joined, substantially as and for the purposes set forth.
Twenty first. The cam-barrel provided with inlet and exhaust-moving cams
arranged between the valves as shown, combined with the said valves and their
arms m', m³, arranged to operate all substantially as set forth.
Twenty second. In combination, the shaft L, a cam-barrel therein provided with
cains 2, 3, 4, and 5, and zones or belts 6 and 7, means to shift the cam-barrel on
the said shaft, the levers o², o*, the arms m', the valve stems, and the valves C¹, C¹,
and D¹, D¹, to operate substantially as set forth.
Twenty third. In combination, the rotary shaft L, the cam-barrel provided with
cams as described, and the clutch-groove h², the fork, and the screw to operate
substantially as described.
Twenty fourth. In combination, the wheel h and its shaft, the gear-wheels m², 12,
1, and 2, the screw j, fork 22, and the cam-barrel arranged to slide thereon,
substantially as and for the purposes set forth.
Twenty fifth. In combination, the driver-axle, its eccentrics, the pivoted levers,
the connecting rods, the shaft L provided with cranks, the cam-barrels provided
with cams for operating the valves, the levers 02, 02, the arms m³, m', on the valve
stems and the valves, substantially as and for the purpose set forth.
Twenty sixth. In an engine, two independent inlet and two independent
exhaust valves combined with mechanism, substantially as described, to simul-
taneously close the two inlet valves and throw open the two exhaust valves
when it is desired to stop or reverse the engine, substantially as and for the
purpose specified.
In witness whereof, I, the said William Morgan-Brown, have hereunto set my
hand and seal, this Twenty second day of September, in the year of our
Lord One thousand eight hundred and eighty.
W. MORGAN-BROWN. (L.S.)