US1541080A - Locomotive construction - Google Patents

Description

June 9, 1925. 1,541,080

L. C. TOLLIVER LOCOMOTIVE CONSTRUCTION Filed Sept. 8, 1922 5 Sheets-Sheet 1 IVz'tmxss es June 9,1925. 1,541,080

v c. TOLLIVER LOCOMOTIVE CONSTRUCTION Filed Sept. 8, 1922 3 Sheets-Sheet 2 fi th 719.56 Wm M L. C. TOLLIVER LOCOMOTIVE CONSTRUCTION June-9, 1925, 1,541,080

Filed Sept. 8, 1922 s Sheets-Sheet 5 L afollz'ver,

Patented June 9, 1925.

UNITED stares LOUI'S C.. TOLLIVER,

Q1 TELIESI'ITY, TEXAS.

LOCOMOTIVIE cons'rnuoeroiv. i

Application filed September 8, 192 2. is erial No. 587,000

To all whom it may concern:

Be it known that I, LOUIS G. Tonmvnn, a citizen .of the United States, residing at Trinity, in the county of Trinity and State of Texas, have invented new and useful Improvements in Locomotive Constructions, of which the following is a specification.

In carrying out the present invention it is my purpose to provide a construction of locomotive wherein the driving engines will be so constructed and so connected to the drive wheels of the locomotive that the power delivered to the drive wheels will be considerably increased, thereby enabling the locomotive to be used for hauling relatively great loads and to attain comparatively high speed.

It is also my purpose to provide dual cngines on each side of the loco-motive and to connect each set of engines to the same drive wheels, thereby enabling great pow r to be delivered to the drive wheels.

With the above recited objects in view, and others of a similar nature, the invention resides in the construction, combination and arrangement of parts set forth in and falling within the scope of the appended claim.

In the accompanying drawings:

Figure 1 is a fragmentary side elevation of a locomotive constructed in accordance with my invention.

Figure 2 is a sectional view on the line 22 of Figure 1.

F igure 3 is a detail view showing the cranks on one of the drive wheels, the drive wheel being shown in section.

Figure 4- is a plan view showing the con nections to the drive wheels.

Figure 5 is a detail sectional view showiug the means for adjusting the slide valves.

In accordance with my invention I arrange upon each side of the locomotive 1 adjacent to the forward end thereof dual or double steam engines 22. Each engine 2 embodies the usual cylinder piston and on top of the cylinder is the usual valve chamber 3. The stems l of the slide valves extend through the rear ends of the valve chambers or chests 8, respectively, and the outer extremities thereof are threaded, as at 5. The outer ends of the valve stems 4 are connected together for simultaneous movement by means of a vertical yoke 6. The top and bottom ends, respectively, of

the yoke 6 are formed with openings {7 that receive the threaded ends 5 of the valve stems i and threaded onto the ends '5 of the stems 1 upon both sides of the yoke 6 are nuts 8, by which the stems may be looked to the block. This construction need not be adhered to, however.

By means of the nuts 8 it will be seen that the valve stems may be adjusted relatively to each other, so that both slide valves will operate properly to admit steam to and exhaust the same from the respective cylinders sin'uiltaneously. This block 6 is concctcd at one edge to a rod 9 which. in turn is connected to the usual valve motion.

Owing to the fact that the yoke 6 is arranged behind the cylinder of the upper engine 2 such block is formed with a ver tical slot 10 through which the cross head. and guides of the top engine extend, as clearly illustrated in Figures 1 and 2 of the drawings, thereby preventing th interference with the proper operation of the cross head of the'top engine.

The cross heads of the top and bottom engines 2 on each side of the locomotive are connected to the forward ends of connecting rods 11-11 and the rear ends of the connecting rods 1111 are connected to the advance drive wheel 12, clearly shown in Figures 1 and 4; of the drawings. In the present instance, the rear end of the connecting rod 11 of the lower engine is connected with acrank pin 13 that is carried by the drive wheel 12 and the outer end of the crank pin 13 is formed with an upstanding crank arm 14; on the upper end of which is an outwardly extending crank pin 15. To the crank pin 15 is connected the rear end of the connecting rod 11 of the upper engine 2, as clearly shown in Figures 1 and 4 of the drawings.

As is usual in locomotive practice, the connections between the rods 11-11 and the drive wheel 12 on one side of the locomotive are arranged 90 in advance of the connections between the rods 1111 and the drive wheel 12 on the other side of the locomotive.

From the foregoing description, takenin connection with the accompanying drawings, it will beseen that the engines 22 on each side of the locomotive will deliver great power to the drive wheels and will enable such wheels to be rotated at comparatively high speed, so that the locomotive will be capable of carrying a relatively heavy load and at the same time move with the necessary speed.

I have entered into a detailed description of the construction and relative arrangement of parts embraced in the present and preferred embodiment of my invention with a view to imparting a full, clear and exact understanding of the said embodiment. I do not desire, however, to be understood as confining myself to the said specific con struction and relative arrangement of parts, inasmuch as in the future practice of my invention such changes or modifications may be made as fairly fall within the scope of my invention as defined by my appended claim.

Having thus described the invention, what is claimed as new, is:

The combination, in an engine, having superposed cylinders and a. piston rod for each cylinder and a driving wheel, a wrist pin positioned eccentrically of the driving wheel, a connecting rod pivoted at one end upon the wrist pin and pivotally connected at its other end with one of the piston rods, a crank arm fixed upon the wrist pin, a wrist pin carried by the crank arm and disposed at the same distance ifrointhe center of the driving wheel as the first mentioned wrist pin and a connecting rod pivotally mounted at one end upon the second mentioned wrist pin and pivotally connected at its other end with the other piston rod.

In testimony whereof I affix my signature LOUIS C. TOLLIVER.

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