US1482115A - bruce - Google Patents

Description

- A. W. BRUCE LOCOMOTIVE Filed May l5, 1925 Z'Sheets-Sheet I FIG. 1

MQWM/ Jan. 29, 1924. .1,482,115

A. W. BRUCE v LOCOMOTIVE Filed May l5, 1923 2 SheE'LS-Sheve'b 2 I lL WITNESSES @wf/ZW Patented Jan. 29, 1924.

UNITED STATES ALFRED W. BRUCE, or NEW YORK, N. Y.

LOCOMOTIVE.

Application filed May 15, 1923.

To @ZZ whom t may concern.'

Be it known that I, ALFRED W. Bauen, a citizen of the United States, residing at New York, in the county and State of New 6 York, have invented a certain new and use ful Improvement in Locomotives, of which improvement the following is a specification.

My invention relates to locomotive enin gines of the well known Mallet7 type, in which two .independent groups of driving wheels are operated by the pistons of separate pairs of cylinders, and its objects are (a), to enable an increase of tractive power to be attained within determined width limits; (b), to attain a more even torque of the pistons of the low pressure cylinders and reduce the liability7 to slipping of the group of "driving wheels actuated by them, and, 1 c), to enable an increased reservoir capacity to be provided, without interference with normal structural conditions.

The improvement claimed is hereinafter fully set forth.

In the accompanying drawings: Figure 1 is a diagrammatic side view, in elevation, of a Mallet locomotive engine in which my invention is applied; Fig. 2, a plan or top view of the same, with the boiler removed; and, Figs. 3 and 4, diagrammatic vertical transverse sections, on the lines and a a, respectively, of Fig. 1.

My invention is herein exemplified as applied in a compound Mallet locomotive, the boiler, 1, of which is, as in prior and present practice, supported on a rear group of eight driving wheels, 2, journalled in bearings in a main frame, 2, connected to the boiler without the capacity of relative lateral movement, and on a forward group of driving wheels, 3, journalled in a supplemental frame, 3, which is pivotally connected to the main frame, so as to have the capacity of swivelling movement about the axial line of its pivotal connection, relatively there-to. The rear and front groups of driving wheels are, as heretofore, independently connected to, and rotated by, the pistons of separate sets of steam cylinders.

In the practice of my invention, referring descriptively to the specific embodiment thereof which is herein exemplified, steam, from the boiler, 1, is supplied, through valve governed steam supply pipes, 5, 5a, to the valve chests of a pair of high pressure Serial No. 639,044.

steam cylinders, 4, 12, supported on the main frame, 2a, the pistons of which cylinders are coupled, in the usual manner, to one of the pairs of driving wheels of the rear group, 2, and steam is exhausted from said cylinders into the valve chests of a set of low pressure steam cylinders, which consists of a middle cylinder, 6, and two side cylinders, 6a, 6b, and is supported on the supplemental frame, 3a, of the locomotive. The pistons of the low pressure cylinders, 6, 6, and 6b, are coupled to crank pins on one of the axles of the driving wheels of the forward group, 3. A suitable intercepting valve mechanism, which may be of any preferred known type, and does not form part of my present invention, will be understood to be interposed between the high and the low pressure cylinders, as in present practice.

The exhaust steam from the high pressure cylinders, 4, 4a, is discharged through an upwardly extending connecting pipe, 4P, into a receiver, composed of a transversely extending rear section, 7. located adjacent to the boiler, 1, and preferably, as shown, curved concentrically therewith, and. two longitudinal sections, 7a, 7", extending, on opposite sides of the boiler, into a transverse front channel section, 7, which is in continuously open communication with the valve chests, 8, 8, and 8b, of the low pressure cylinders, 6, 6a and 6b, respectively. As shown in Fig. 3, the channel section, 7. is cast integral with the low pressure cylinders, but such specific structural form is not essential, as the channel section may, without departure from my invention, be made as a separate pipe, connecting the two side sections with the valve chests of the low pressure cylinders.

It will be seen that the following substantial advantages are attained by the application of my invention in a compound Mallet locomotive. The more uniform torque and increase of tractive power' within determined width limits, which have been proven to he resultant, in locomotives of other types, have not heretofore' been available in Mallet locomotives, by reason of structural conditions, as the present receiver pipe so materially obstructs the space between the side members of the forward supplemental frame as to prevent the installation of the valve operating mechanism of three cylinl ders, as well as to interfere with the crank aXle and main connecting rod of the middle cylinder. The receiver of my invention, hereinbefore described, being fully exempt from this objection, renders practicable the application. of three low pressure cylinders in Mallet locomotives, andl has the 'further advantage of enabling the capacity ot' the receiver to be made as great as may be found desirable, Without involving the. use ot additional chambers and pipe connections, or presenting any interference With other members of the locomotive.

I claim as my invention and desire to secure by Letters Patent:

l. In a locomotive of the Mallet type, the combination of a rear group of driving Wheels; a front group ot driving Wheels; two high pressure cylinders, the pistons ot Which actuate the rear group oi: driving Wheels; and three low pressure cylinders, the pistons of which actuate the front group of driving Wheels.

2. In a locomotive of the Mallet type, the combination of a rear group ot driving Wheels; a -front group of driving Wheels; tivo high pressure cylinders, the pistons of which actuate the rear group of driving Wheels; three low pressure cylinders, the pistons of Which actuate the front group of drivin Wheels; and a receiver, connecting the va ve chests of the high and low pressure cylinders and extending longitudinally on opposite sides of the frame of the lou' pressure cylinders.

3. In a locomotive oi the Mallet type, the combination of high pressure cylinders; low pressure cylinders; and a receiver, connecting the valve chests of the high and louT pressure cylinders, and comprising a transverse rear section, connected to the valve chests of the high pressure cylinders,

two longitudinal side sections, and a frontl channel section connected to the valve chests ot' the lovv pressure cylinders.

4t. In a locomotive of 'the Mallet type, the combination ot' two liigh pressure cylinders; three low pressure cylinders; and a receiver, connected to the valve chests of the low pressure cylinders and having a front channel section continuously open to each of the valve chests of the low pressure cylinders.

5. In a locomotive ot the Mallet type, a receiver, composed ot' a transverse rear section; tivo longitudinal pipe sections spaced to extend outside the frame members of the engine; and a front channel section, connecting the longitudinal sections and adapted for continuous open communication With the valve chests of the loT pressure cylinders.

ALFRED W. BRUCE. Witnesses CONGER Munson, FRED. A, WADsWoR'rH.

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