US1992171A - Locomotive engine - Google Patents

Description

Feb. 26, 1935. E, Q ANDERSON I LOCOMOTIVE ENGINE 3 Sheets-Sheet 1 Fi led March 5, 1931 Feb. 26, 1935. E. c. ANDERSON LOCOMOTIVE ENGINE Filed March 5, 1931 3 Sheets-Sheet 2 (Vivien 07" 5772? 0. finder-50w mngzz Feb. 26, 1935'. E, c. ANDERSON LOCOMOTIVE ENGINE Filed March 5, 1951 3 heets-$heet 3 Patented Feb. 26, 1935 UNITED a STATES LOCOMOTIVE ENGINE Emil C. Anderson,

Downers Grove, Ill.

Application March 5, 1931, Serial No. 520,242

12 Claims.

This invention relates to locomotives, and particularly to steam driven locomotives of the type commonly used in the operation of railway equipment, and in this application, the present invention will be described in connection with a 1000- motive of that type.

In its particular aspect, the present invention relates to, and has as one of its objects, the pro vision of a novel construction and arrangement whereby the variations of the conventional torque curve of the ordinary or common type locomotive may be reduced, so that a substantially lower factor of adhesion can be used, thereby reducing the tendency of the drivers to slip, particularly in the lower speeds and when starting, a condition most desirable in the operation of locomotives.

Another object of the invention is to provide means for causing predetermined unequal cut-offs of the steam to the locomotive cylinders'when the engine is operating at low speeds or starting.

Another object of the invention is to provide means, operating in conjunction with themechanism of the ordinary or conventional type of locomotive, for cutting off the passage of steam from the throttle valve to the cylinders, before it would otherwise be cut off by the main valve in the steam chest of the locomotive when in full gear.

Another object of the invention is to provide a locomotive with means, which, aside from starting or low speeds, will insure the operation of the locomotive at shortened or limited cut-ofis in order to effect a material saving in fuel by using the steam more expansively than'would otherwise be the case.

Another object of the invention is to provide an auxiliary steam valve operatively related to a relatively movable part of a locomotive in a manner to be driven thereby for supplementing the main steam valve in controlling the passage of steam to the locomotive cylinders.

Another object of the invention is to provide an auxiliary steam valve operating in conjunction with the main steam valve'for controlling the passage of steam to the locomotive cylinders, and adapted to be automatically, controlled by the same means which control the operation of the main steam valve A further object ofthe invention is to provide means associated with the reverse lever of the locomotive, whereby the engine must be operated with'the lever in either. its full gear position,

commonly referred to as down in the corner, in the direction of travel for slow speeds, or

hooked back in one of its limited cut-off positions for higher speeds.-

A still further object of the present invention is to improve devices of the character described in sundry details hereinafter referred to and particularly pointed out in the appended claims.

A brief word concerning the operation of the ordinary or conventional type locomotive, and a more or'less general statement concerning the present invention, it is believed,v will be helpful in obtaining a more complete and comprehensive understanding of the mechanism hereinafter described and particularly set forth in the claims, and in this connection, itmay be pointed out that, the ability of the conventional two-cylinder steam locomotive to start a train is limited by its weight on the driving wheels and by the frictional resistance to slippingexisting between the driving Wheels. and the rails. This frictional resistance is generally takein as one quarter of the weight of the drivers on the. rail, it being found. that with this ratio, or a, factor of adhesion of four, which is based on the conventional combined torque produced by substantially equal long stroke cut-oils of steam in both of the locomotive cylinders, slipping does not ordinarily occur, if the controls are properly handled, except when unfavorable rail and weather conditions prevail.

Heretofore, it has been the aim of locomotive designers to provide for substantially equal cutoffs of steam in both locomotive cylinders at all speeds and at all positions of the valvegear. Thev present invention, however, is intended to provide means whereby predetermined unequal cut-offs of steam are obtained when the locomotive is working at low speeds, or is about to start a train, having in view the deliberate purpose of reducing the variations I in the conventional torque curve so that a substantially lower factor of adhesion may 'be used, with the result that, 40 given a maximum permitted weight on the drivers, 1 my improved locomotive can start and accelerate 'a somewhat heavier train than is possible with the ordinary or conventional locomotive. V

For example, if the starting steam cut-offs of 4 a locomotive equipped with the improved mechanism embodying the present invention and in which the right crank leads, are made approximately as follows: 90% in the left cylinder, piston traveling backward; in the left cylinder, pis- 50 ton traveling forward; in the right cylinder, piston traveling forward, and 70% in the right cylinder, piston'traveling backward, the factor of adhesion may be. reduced to approximately 3.5 because the peaks of the combined curve are pro- 5 portionately reduced in height, while at higher speeds, a locomotive so equipped, and due to its special arrangement, Will have substantially equal steam cut-offs like those obtaining in the ordinary locomotive.

Furthermore, the present invention provides a locomotive that will do the hauling of a train (except at starting or low speeds) at shortened or limited cut-offs thereby effecting a substantial saving in fuel due to the use of the steam more expansively than would otherwise be the case.

After the peaks of the torque curve have been reduced in height, it follows that the maximum power output of the cylinders will also be reduced unless some provision is made to overcome this condition, which may be accomplished, for example, by increasing the size of the cylinders or increasing the steam pressure, while all other proportions and conditions of the locomotive remain the same.

It will be noted that if the cylinders are increased in diameter, or if the steam pressure be increased sufiiciently to bring the maximum height of the new combined torque curve up to the maximum height of the conventional combined torque curve, the power imparted to the rails in one revolution of the driving wheels will be substantially greater than with the conventional construction, from which it follows that for equal outputs of power, the improved locomotive will be operating in shorter cut-off, and hence using the steam more expansively than would be possible in the conventional locomotive.

cut-off, because the'average of the cut-offs of approximately 90%, 55%, 70% and 70% is approximately 7l%. It is therefore a 71% limited cut-off locomotive, and as such, will save considerable fuel over the ordinary locomotive of equal tractive effort operating at to cut-off when in full gear. In other words, when the improved locomotive is operating down in the corner, with the main steam valve operating in its maximum stroke and the auxiliary steam cutoff valve functioning, special short cut-off indicator cards are produced having a substantially higher mean effective pressure than the conventional short cut-off indicator card in that the point of release of the expanding steam takes place later in the stroke, and also, the compression of steam on the return stroke begins later in the stroke than is the case when the short cut offs are produced by the main steam valve. The short cut-off indicator cards produced by my invention have the release and compression points of a full stroke indicator card, and are therefore more full at the front and at the back than the conventional short cut off indicator cards with a higher mean effective pressure as the final result, and as this increased power is obtained without taking additional steam from the boiler, it follows that there is a resulting decrease in fuel consumption. It is also clear that inasmuch as only one stroke, of the four piston strokes comprising one revolution of the driving wheels, cuts off steam as late in the stroke as is done in all four strokes of the conventional locomotive, that my invention saves fuel over the conventional long cut-off locomotive because of the greater expansive use of steam. I

In the accompanying drawings, I have shown one embodiment and arrangement of the present invention in which an auxiliary steam valve is positioned between the throttle valve and the main steam valve for bringing about unequal steam cut- 7 offs at starting speeds and substantially equal steam cut-offs at higher speeds, but it should be understood that other means suitably arranged may be employed for obtaining these results without departing from the principles of the invention as herein described.

The present arrangement contemplates the use of an auxiliary steam valve for each locomotive increases, the reverse lever in the cab is hooked 1 back, whereupon the auxiliary steam cut-off valve ceases to operate, and assumes a position where thesteam port governed by the auxiliary valve is open at all times, thus permitting an unrestricted flow of steam from the throttle valve of the locomotive to the main steam valve which is controlled by the valve gear in the usual way and governs the final distribution of the steam to the locomotive cylinder at higher speeds.

In the present instance, the auxiliary steam cut-oif valves are described as operated by cams which in turn are operated by the locomotive cross heads. l

The present invention also contemplates a. re-

verse lever and quadrant construction having a blank or untoothed zone formed on the quadrant so that the reverse lever must, of ne'cessity,be positioned either in full gear position where the auxiliary steam cut-01f valve is operatively connected to its actuating means, or else in one 'of the relatively limited cut-off positions where the passage of steam from the throttle valve to the locomotive cylinder is controlled solely by the main steam valve positioned in the steam chest.

While the reverse lever is traveling over the blank zone or untoothed portion of the quadrant, from the full stroke or full gear position to the shortened or limited cut-off positions, the connection between the auxiliary cut-off valve and its operating cam is broken, and the auxiliary valve, due to its unbalanced condition by reason of its stem at one side of the valve, is forced by steam pressure on its forward side to the rear end of its stroke, thereby leaving the steam port between the auxiliary valve chamber and the steam chest wide open, and the distribution of steam to the locomotive cylinder is thereaftergoverned solely by the main steam valve in the steam chest. It 7 will be noted that by such an arrangement, when the auxiliary steam cut-off valve is in operation,

its only function is to govern the supply of live steam to the area chest and thence to the cylinder, while the main steam valve in the steam chest governs the release of exhaust steam, the live steam edges of the main valve being inoperative for practical purposes in that the auxiliary steam cut-oil valve cuts off the supply of live steam before the main valve is in position to do so, except that in the-backward stroke of the left cylinder, both the auxiliary and main valves cut' off steam at approximately the same time.

It will be apparent also that, if desired, the unequal steam cut-offs can be reduced even further than the percentages of cut-offs mentioned in the foregoing, to a point where even the lowest peak of the four peaks of the conventionaltorque curve will be reduced in height, lowering still further the required factor of adhesionagainst slipping; In this case the auxiliary steam valve would cut off the steam supply to the" locomotive cylinder before the main steam valve would be in a position to do so, in all four of the piston strokes comprising one revolution of the driving wheels. j

Concerning the terms used in the present application, where the Word limitedfappears here in in connection'with the steam cut-off, the meaning intended is that the steam' cut-off isinade earlier in the stroke'of the locomotive piston than would be the case, on the ordinary or conventional locomotive when the reverse lever is in its extreme forward position, and where the Words live steam appear','the meaning intended is entering pressure! as distinguished from steam about to be exhausted from the locomotive cylinder after performing its work therein. 7

In the present instance, the term main steam valve is used to indicate the piston valve 'posi tioned in the steam chest, and which controls the admission and ,release'of steam to and from the locomotive cylinder; the said main steam valve being operated by any conventional form of valve gear suitably connected with the driving gear'in the usual manner common to ordinary types of locomotives atpresent in use.

The words auxiliary steam valve are intended to designate the additional valve forming a part of the present invention, and which at times operates to cut olT the steam supply to the steam chest so that the main valve, during such times, controls only the' release and compression of steam in the locomotive cylinder.

Where mention is made of specific cut-offs such as 90%, 55%, 70% and 70%, it willQbe understood that these figures are approximate, as thepercentage of the cut-offs necessary, to obtain the most even combined torque curve will varyslightly, depending upon variations of the heat content of the steam, the steam pressure, the percent of cylinder clearance, etc. I

One embodiment of the present invention is shown for illustrative purposes in the accompanying drawings, wherein only so much of the conventional locomotive structure has been shown as is thought necessary to afiord a clear understanding of the present invention, all unrelated partsoiithe locomotive having been omitted in order to avoid confusion and consideration of immaterial structure. 7 V v Referring to the drawings, Fig.1 is afragmentary elevational view of a portion of a locomotive as viewed from the left side thereof, and illus-' trating the application of the present invention thereto;

Fig. 2 is an enlarged elevational view, partly I in section, of a portion of the structure shown in Fig. l, and illustrating more in detail certain novel features forming a part of the present invention;

Fig. 3 is a plan View of a ture shown in Fig. 2;

Fig. 4 is a further enlargedsectionalelevation of a friction brake device forming a; portion of the structure shown in Figs. 1 and 2;

Fig. 5 is a side elevational view of a cam employed in the operation of that portion of the present invention applied to the right side of a locomotive; and m Fig. 6 is a comparative diagram or chart developed from the operation of an ordinary or conportion of the strucventional locomotive and one equipped with the present inventiomshowing the respe'ctivec'ylinder effort curves, the respective combined torque curves, and the increase in power obtained in one revolution of the driving wheels of a locomotive equipped with the present invention. In the drawings, only such portions of th ordinary or conventional locomotive have been shown as are closely associated with the presentinvention and thought desirable to afford a coniprehensive understanding of the novel structure involved.

" The embodiment shown in the drawings illus trates the application of my invention to the left side or 'a two-cylinder locomotive, but it will be understood by those skilled in the-art that -'the structure shown in the drawings,- as charac' terizing the present invention, is'to be applied to both sides ofthe locomotive ina manner'to'operate in conjunction with the respective right and left hand cylinders thereo m Inasmuch as the structures on the" respective sides of the locomotive and the operation thereof are the same, except as controlled by the respective cams, the present invention will be described with'reference to :thefstructure positioned on the left side of the locomotive, referencebeing made to the structure on the right side of the locomotive only as to its operation by reasonof thecam construction employed on that side. r

In the illustrative embodiment, the present inchest 18 having a main valve 19 positioned there in and adapted'to be controlled by any suitable form of valve gearsuch as indicated as a whole by'the numeral 20 in Fig. 1, the'valve gear being operatively connected to the crank pin 16 of the main driving wheel 17 in a manner to move the main valve 19 longitudinallywithin the steam chest 18 'for controllingthe admission and discharge of steam 'to and from the cylinder ll in the usual manner, the admission of livefsteam to the steam chest 18 being controlled ordinarily by the throttle valve 21 positioned in the steam dome 22 of the locomotive and'adapted to be ac tuated through a rod 23 operatively connected to a'throttle lever '(not'shownlpositioned withinthe cab of the locomotive.

} Positioned also within the cab is a reverse lever 24 operatively connected by means of a link 25 and arm 26 to a reverse shaft 27, which in turn is connected by means of an arm 28'and link29 to the main valve gear 20 for suitably positioning the valve gear to vary thestroke of the main valve 19 in the usual manner to provide suitable cut-offs-of steam 'to the main cylinder 11 in the operation of the locomotive.

As previously pointed out, it has been the aim 01f locomotive engineers to provide for substantially equal cut-offsof steam to botlrlocomotive cylinders at all speeds and'in all positions of the valve gear, a condition which contributes to the tendency of the driving wheels to slip when starting a heavy load or operating on a heavy grade with the reverse lever in either its extreme forward or 'rearward position and thevalve gear operating to move the main valve 19 through its maximum stroke to provide long cut-offs of steam to the cylinder 11.

To overcome this condition and reduce the factor of adhesion by providing shorter and unequal out-offs of steam to the locomotive cylinders when the locomotive is operating with the reverse lever down in the corner or in its extreme forward position, I provide an auxiliary steam cut-off valve indicated as a whole by the numeral 30, and shown, in the present instance, as positioned between the throttle valve 21 and the steam chest 18, the auxiliary valve of the present embodiment comprising a housing 31 having an inlet port 32 adapted to be connected to a steam line 33 communicating with the throttle valve 21 for conducting steam to a valve chamber 34 formed within the housing 31. The housing 31 is also provided with a discharge steam port 35 communicating with the chamber 34 and the interior of the steam chest 18, and for controlling the passage of live steam through the port 35 to the steam chest, a valve member 36 'is slidably mounted in the chamber 34 .in a manner to cover and uncover the steam port 35 during the operation of the locomotive with the re- .verse lever in full gear position.

For actuating the valvemember 36, a supporting bracket indicated as a whole by the numeral 37 is suitably mounted at its forward end on the steam chest 18, and at its rear end on an upright member 38 suitably supported by the rear end of the cross head guides 39, the bracket 37 being provided with bearing surfaces 40 and 41 adapted to receive thereon the supporting rollers 42 and 43, respectively, of a reciprocating carriage indicated as a whole by the numeral 44, the carriage 44 being provided with an open central portion 45 (see Fig. 3) for receiving a valve actuating cam 46 mounted to oscillate on a shaft 47 suitably supported adjacent its end portions in side members 48 of the bracket 37, the side portions of the carriage 44 being ofiset as indicated at 49 in Fig. 2 in a manner to pass under the shaft 47 and permit its being positioned in'the side members 48 of the supporting bracket 37.

Operatively connectedto the valve member 36 is a valve stem 50 extending outwardly and rearwardly from the chamber 34 and having its rear end portion operatively connected to the carriage 44 adjacent the forward end thereof by means of a pin 51. Pivotally mounted on the pin 51 is a connecting member or hinged piece 52 having a roller 53 rotatably mounted in the free end thereof and adapted, when in operative position, to be engaged by the forward working edge of the cam 46 in a manner to move tht valve member 36 in a forwardly direction, while rotatably mounted adjacent the rear end of the carriage 44 on a shaft 54 is a roller 55 adapted to be engaged by the rear working edge of the cam 46 for moving the carriage and valve member 36 in a rearwardly direction.

For oscillating the cam 46 to move the valve member 36 in predetermined relationship with respect to the movements of the piston 12, the cam 46 is provided adjacent its lower side with an arm 56 pivotally connected at its lower end to one end of a link 57, the opposite end of which is pivotally connected at 58 to a bracket 59 rigidly secured to the cross head 14, it being understood thatthe working edges of the cam 46 will be suitablyformed to provide the desired cutoffs of steam to the steam chest 18 and cylinder 11 on the left side of the locomotive, the cam 46, in the present instance, being formed to cause the valve member 36 to cut off the flow of steam to thecylinder 11 before it would be cut of! by the main valve 19 when operating in full gear.

For example, with the parts in the position shown in Fig. 2, the piston 12 is in its extreme forward position and the main stem valve 19 and auxiliary valve member 36 are in position to admit steam to the cylinder 11 at the forward side of the piston l2 for moving it in a rearwardly direction to rock the cam 46 in a counter clockwise direction, and when the point L on the forward working edge of the cam 46 engages the roller 53, due to the rearward movement of the piston 12 on the left side of the locomotive, the valve member 36 starts to move in a forward direction and whenithe point L is brought into engagement with the roller 53, the port 35 will be completely closed, thereby cutting off the supply of livesteam to the left cylinder, in the present instance, at approximately 90% of the stroke of the piston 12 in its rearward movement, and when the point L is brought into engagement with the roller 53, the valve member 36 will start to uncover the port 35 by moving to the Z forward side thereof, and when the point L of the cam 46 is in engagement with the roller '53, the valve member 36 will have been moved to its extreme forward position, thereby uncovering the port 35 to admit live steam to the opposite or rear side of the piston 12 for moving it in a. forwardly direction or through the balance of its cycle. When the cam 46 reverses its movement into a clockwise direction, as viewed in Fig. 2, slack is formed adjacent the roller 53 during the forward movement of the piston 12, and to retain the valve member 36 in its position at the forward side of the port 35 against the action of the steam pressure entering the forward end of the chamber 34,'and while the slack in the cam rigging is being taken up during a portion of the forward movement of the piston 12 and the clockwise movement of the' cam 46, a friction brake designated as a whole by the numeral 60 is provided.

The brake 60 comprises a housing 61 suitably mounted on the bracket 37 and having a. plunger 62 slidably mounted therein, the plunger 62 being provided adjacent its lower end with a shoe 63 adapted to engage the upper side of the valve stem 50 and to enter a recess 64 formed in the valve stem, the recess 64 having an inclined surface 65 adapted to be engaged by an inclined surface 66 formed on the shoe 63 when the valve member 36 is in its forward position. Forexerting sufficient pressure by the shoe 63 against the surface 65 of the recess to overcome the steam pressure at the forward side of the valve member 36, a spring 67 is positioned between the inner sideof the housing and the upper side of the shoe 63 in amanner to exert a downward pressure thereon as clearly shown in Fig. 4.

Obviously, a forward movement of the piston 12 willact to rock the cam 46 in a clockwise direction (Figs. 1 and 2), and when the piston is moved sufiiciently in a forward direction to take will have been moved to completely close the port 35, thereby cutting off the supply of steam to the left cylinder 11 when the piston 12 in the left cylinder is, in the present instance, at approximately 55% of its forward stroke, and before the supply of steam to the cylinder 11 would otherwise have been cut off by the movement of the main valve 19 when operating in full gear. When the point L on the Working edge of the cam 46 engages the roller 55, the valve member 36 will start to uncover the port 35, and when the point L is brought into engagement with the roller 55, the port 35 will be uncovered as clearly shown in Fig. 2, a condition which will be'maintained un-' til the movement of the piston 12in a rearward direction has again rocked the cam 46 in a counter clockwise direction to bring'the point L again into engagement with the roller 53, when the operation of the device as above described will be repeated.

As previously pOinted'out, theiauxiliary valve mechanism on the right side of the locomotive is like that illustrated in Figs. 1, 2, 3 and 4, except that the working edges of a cam 68 for actuating the auxiliary valveon the right side of the locomotive isjof slightly different form as clearly shown inFig. 5. v i

;In Fig.1 of the drawings, the outline ofthe cam 68 is shown in dotted lines to illustrate its relative position to the cam 46 and to indicate that the right hand piston leads by approximate 1y 90 degrees, in which case, when the cam 46 starts to oscillate in a counter clockwise direction,

the point R of the right hand camI 68has already reached a position to engage a roller of the valve gear on the right side of the locomotive corresponding to the roller 53 shown in Fig. 2, at which time, an auxiliary valvemember positioned on the right hand side of the locomotive will start to move in a forwardly direction and when the point R has been brought into position with the roller corresponding to the roller 53, the right hand auxiliary valve member will have been moved to a point where admission of steam to the cylinder on theright side of the. locomotive will be cut off when theright hand piston is, in the present instance, at approximately 70% of its stroke in a rearward direction, and when the point R of the cam 68 isbrought into position, the valve member, on the right hand side of the locomotive will start to uncover the discharge port ofthe right hand auxiliary valve corresponding to, the port 35, and when thepoint R is brought into position, the right hand auxiliary valve member will have been moved to a position adjacent the forward end of the right hand auxiliary valve chamber to uncoverv the discharge port corresponding to the port 35 to admit steam to the right hand cylinder of the locomotive, in which position the right hand valve member will be maintained by a friction brake'similar to the brake 60 illustrated in the drawings, until the rear working edge of the right hand cam 68 is brought into engagement with a roller on the right hand side of the locomotive corresponding to the roller 55 of the drawings, by reason of the oscillation of the cam 68 ina clockwise direction, when the movement ofthe right hand valve member will be reversed and the sequence of operation to produce a like operation of the right hand auxiliary valve member with reference to its discharge port in both a forwardly and rearwardly direction. 7 i

For automatically controlling the operation of the auxiliary valve mechanism by the movement of the reverse'lever 24 to cause the auxiliary valve to function when the reverse lever is in its extreme forward position and the main valve operating in full, gear, the reverse shaft 27 is provided with a quadrant 69 rigidly secured thereto and having a substantially straight slot 70 formed therein adapted to receive a pin 71 mounted on a bar 72, the rear end of the bar 72 having forked or bifurcated portions 73 adapted to straddle the reverse shaft 27, while the opposite end of the bar 72 is. pivotallyconnected at 74 to the short arm of a bell crank lever 75 pivotally mounted on a portion of the bracket 37, the longarm 76 of the bell crank lever is pivotally connected by means of a pin 77 to the lower end of a link 78, the upper end of which is pivotally connected at 79 to the comiecting member or hinged piece 52. Thus, it will be observed that when the reverse lever 24 is down in the corner, or in its extreme forward position with the main valve operating in full gear and the pin 71 is in the upper end of the slot 70, the bar 72 will be in its extreme forward position and the connecting member 52 in the position shown in Fig. 2, the link -78 being provided with an elongated aperture 80 for receiving the pin 77, thereby providing clearance to permit the reciprocation of the carriage 44 without deflecting the roller 53 from its movement in a horizontal plane or, in any way affecting the position of thebell crank lever 75, while the-connecting member 52 is provided with a laterally extending lug Bladapted to engage a portion of the carriage 44 in a manner to limit the downward movement of the connecting member 52 when moved into operative position. When the reverse lever24 is hooked back and the valve gear positioned to shorten the stroke of the main valve for operating the locomotive at higher speeds, the quadrant 69 will be moved to positions wherein the pin 71 willoccupy intermediate positions between the ends of the slot 70, as indicated, for example, by dotted lines in Fig. 2, thereby moving the bar 72 in a rearwardly direction in amanner to rock the bell crank lever 75 about itspivot, and through its link connection 78 with the connecting member or hinged piece 52, to move the connecting member and roller 53 out of the path of the cam 46, up to, or short of the extreme position indicated by dotted lines in Fig. 2.,

It will. be observed from the foregoing descriptionv that when the reverse lever is in its extreme forward position, the auxiliary valve is automatically put in operation to provide a limited and unequal cut-off of steam tothe respective locomotive cylinders for cutting down the peaks of the combined torque curve to approximately uniform height, thereby reducing the tendency of the-drivers to slip on the rails in starting a long train or heavy load. a i

For insuring the operation of the locomotive with the reverse lever 24 in either its extreme forward position providing a full stroke of the main valve 19, or with the reverse lever in one of its hooked back positions providing a shorter stroke of the main valve, a reverse lever quadrant 82 is provided with toothed and untoothed portions or zones 83 and 84, respectively, the toothed zones being engageable by a detent 85 mounted on the reverse lever for retaining the lever indesired positions, while the untoothed zones 84 necessitate the movement of the reverse lever from either its extreme forward or extreme rearward position to one of its hooked back positions, or from its hooked back position to one or another of its full gear positions, and provides an interval during which time the rollers, such as the roller 53, on the connecting members are moved out of or into engagement with the auxiliary valve operating cams. It will be clear from the foregoing that a locomotive provided with auxiliary steam valves and control devices such asabove described'can never be operated in what is conventionally termed full gear cut off, with consequent waste of fuel due to the non-expansive use of steam, for when the reverse lever 24 is in its extreme forward position, the steam is in effect being cut off in the left'locomotive cylinder at approximately 90% of the pistons rearward stroke and at approximately 55% of the forward stroke of the piston, while the steam to the right hand cylinder of the locomotive is being cut off at approximately 70% of the piston stroke in both a rearwardly and forwardly direction, thereby providing an average of approximately 71% cutoff for the four piston strokes, whereas the conventional locomotive would under the same conditions have a steam cut-off averaging approximately 90% for the four piston strokes in one revolution of the driving wheels, It will be understood that these cut-offs may be varied merely by varying the working edges of the cams to obtain the cut-offs desired. 7

Referring to the comparative diagram or chart shown in Fig. 6,-the curves A and B shown in full lines represent the cylinder effort curve of the left and right cylinders, respectively, of an ordinary or conventional locomotive at full gear cut-ofi (approximately 90%) while the curves C and D shown partly in full and partly in dotted lines represent the cylinder effort curve of the left and right cylinders, respectively, of a locomotive equipped with auxiliary steam cutoff valves and operating means therefor forming a part of the present invention, the cut-offs taking place, approximately, in the manner above described.

The curve E shown in full lines represents the combined torque curve developed from the cylinder effort curves A and B of a conventional 10- comotive at full gear cut-oif when the factor of adhesion of not less than 4 is used, while the curve F shown partly in full and partly in dotted lines represents the combined torque curve developed fromthe cylinder effort curves C and D of a'locomotive equipped with the present invention, and illustrates the manner of cutting down the peaks of the'conventional locomotive torque curve to substantially uniform height, thereby reducing the factor of adhesion to approximately 35. In the diagram, curve G represents the curve F with its maximum peak brought up to the highest peak of the conventional torque curve E in order to restore the power lost in straightening out curve E, which may be accomplished by increasing the steam pressure, increasing the diameter of the cylinders, decreasing the diameter of the driving wheels, or by a combination of these methods. With the curve G, the factor of adhesion canbe reduced to approximately 3.5 with no greater danger of slipping than with a factor of four on the ordinary or conventional locomotive at full gear cut-off.

From a considerationof Fig. 6 and conditions indicated thereby, it will be apparent that a'substantial increase of power is obtained by the use of the present invention operating in the manner above described, and in Fig. 6, the shaded area is intended to show the increase in power obtained on the left side of the locomotive as shown in the drawings, the operation of a locomotive equipped with the present invention, is substantially as follows: r 7

Ordinarily, in startingany locomotive, the re verse lever in the cab .is positioned down in the corner or in other words, in its extreme forward position in order to allow steam to enter the locomotive cylinders as nearly the full length of the stroke of the pistons as possible, to provide the greatest possible power for'starting a train or accelerating its speed.

In the improved locomotive such as above described, when the reverse lever 24 is in its extreme forward position, the auxiliary steam cutofl valve 30, shown in the present instance, as located between the throttle valve and the steam chest, is automatically put into operative relationship with the cam 46 which is operatively connected to the cross head 14 of the locomotive. This relationship of the valve and cam is established by the movement of the quadrant 69, which through its slot and pin connection, has caused the bar 72' to move the bell crank lever 75 into such a position that the connecting member or hinged piece 52 is lowered into a position where its roller 53 is in position to be engaged-by the forward working edge of the cam 46, the roller 55 of the reciprocating carriage 44 being at all times, due to its location in the carriage 44, in a position to be engaged by the rear working edge of the cam.

' The cam 46 is now oscillated to operate the valve member 36 because of the connection of.

the valve to the carriage 44, until such time as the reverse lever 24 is moved away from its down in the corner position. The cam 46 has its forward and rearward working edges which engage the rollers 53 and 55, respectively, so.

shaped as to cause the auxiliary valve member 36 to out off the steam supply to the'steam chest 18 and therefore to the locomotive cylinder as well, at a predetermined time in each stroke of the piston l2, as will serve to cut down the height of the peaks of the combined torquecurve .0! the locomotive to the desired extent, the last action of each working edge of the cam 46 being to cause the auxiliary valve member 36 to overtravel its steam port 35 so that the latter is open for the admission of steam to the steam chest 18 where the main steam valve 19 has final control of the entrance of the live steam and the discharge of exhaust steam to and from the locomotive cylinder, the valve 19 being operated by any conventional form of locomotive valve gear, and, in the present instance, entirely independent of the mechanism for operatingthe auxiliary valve member 36.

The auxiliary valve member '36 controls live steam only, and when it is in operation,- cuts of! the steam supply to the steam chest, and therefore to the locomotive cylinders, before it would otherwise be cut ofi bythe main steam valve 19, but it does not in any other way effect the. full 1,992,171 functioning of the valve 19 which, when the locomotive is being started and also while the locomotive is running slowly with a heavy load, is operating at its maximum stroke and therefore giving the valve events associated with full gear cut-01f, among which are delayed steam cut-ofi, delayed steam release and delayed compression. The valve 19 would, under the above conditions, produce the conventional starting steam indicator card except for the change made in the card due to the interference by the auxiliary valve member 36, which cuts off the steam supply to the locomotive cylinders before the main valve 19 is in position to do so, as has been herein more fully described.

When the auxiliary valve member '36 has reached the end of its forward stroke, having ovcrtraveled its steam port 35 and leaving it'open for the passage of steam, the valve member 36 will be temporarily held in such position by the friction brake 60 against the unbalanced action of the steam pressure on the forward side of the valve member until the predetermined slack in the cam rigging is taken up by'the reverse swing of the cam, after which the rear working edge of the cam 46 moves the valve member .36 rearwardly so that at a predetermined time it again cuts ofi the steam supply to the cylinder 11, and again overtravels its port where it is held in open position by the unbalanced steam pressure exerted upon it until such time as the forward working edge of the cam 46 is again moved into engagement with the roller 53 to repeat the operation above described. 7

When the speed of the locomotive increases and it is desirable to operate in a shorter cut-off of the main steam valve, the reverse lever 24 is moved from either its extreme forward position to a hooked back position, which by reason of the untoothed zones 84 on the reverse lever quadrant 82 will necessitate the positioning of the reverse lever 24 in a manner to cause the locomotive to be operated in approximately 60% cut-off or less, and this movement of the reverse lever 24 automatically moves the roller 53 of-the operating mechanism of the valve member 36 from the path of the cam 46 so that the latter no longer actuates the auxiliary valve member, and the valve mem ber 36 will then come to rest at the end of its rearward stroke due to the final thrust of point L of the cam 46, and the valve member will be retained in that position by the unbalanced steam pres? sure in the steam line 33 until the roller 53 is again positioned in the path of movement of the cam 46 as shown in full lines in Figs. 1, 2 and 4, when the return or counter-clockwise movement of the cam again starts the valve member 36 on its forward movement. 1

Obviously, the present invention is not limited to the precise construction and arrangement shown and described, as the same may be variously modified. Moreover, all the features of the invention need not be used conjointly, as the same may be used to advantage in variously different combinations and subcombinations.

What I claim as new and desire to secure by Letters Patent is:

l. The combination with the cylinders of a steam engine having main valves providing max imum cut-off, of auxiliary valve means operatively related to said main valves and said cylinders for providing earlier cut-off of the steam to the cylinders when starting and to provide unequal cut-offs of steam between saidcylinders and between the ends'of one of said cylinders, a manually operatedmember for controlling the operation of said main valves, and means operatively related to said member and said auxiliary valve means for rendering the latter inoperative when the main valves are controlled to operate at shortened cut-offs.

2. The combination with the cylinders of a steam engine having main valves providing maximum cut-off, of auxiliary valves operatively vrelated to said main valves and said cylinders for providing earlier cut-offs of the steam to the cylinders when starting, and to provide unequal cut-offs of steam between said cylinders. and be tween the ends of one of the cylinders,

' vmeans for actuating said auxiliary valves, a manually operated member for controlling the operation of said main valves, and means operatively related to said member and said auxiliary valve actuating means for rendering the auxiliary valve means inoperativewhen the main valves are controlled to operate at shortened cut-offs.

3. The combination with the cylinders of a locomotive, steam lines for supplying steam to said cylinders, main valves for controlling the passage of steam to and from said cylinders, of auxiliary valves positioned in the respective steam lines and operatively, related to said cylinders, and actuating means operatively related to said auxiliary valves for providing predetermined unequal cut-offs of steam between the ends of one of said cylinders and approximately equal but shortened cut-offs of steam between the ends of the other of said cylinders at starting and low speeds only, and means for rendering the auxiliary valve actuating means inoperative when the main valves are operating at shortened cutoffs'to provide approximately equal cut-ofis of steam to both of said cylinders at higher speeds, the cut-ofis of said auxiliary valves being made in advance of the cut-offs of said main valves.

4. In a locomotive, the combination of a plurality of cylinders, means for conducting steam to said cylinders, main steam valves in said conducting means for controlling the passage of steam to said cylinders, means for controlling the stroke of said valves, auxiliary steam control means operatively related to said conducting means and said cylindersfor providing predee termined unequal cut-offs of the steam to certain of said cylinders and approximately equal cutoffs of'steam to other of said cylinders, the cutoffs'of steam to all of said cylinders produced by 'said auxiliary steam control means being made in advance of the steam cut-offs made by the main valves when said valves are operating at substantially their full stroke, and means for rendering sa-idauxiliary means inoperative when said valves are operating at less than full stroke.

5. In a locomotive, the combination of a plurality of cylinders, steam lines operatively related to said cylinders for conducting steam thereto, main valves in said steam lines for controlling the passage'ofsteam to said cylinders, valve gears for having a definite fixed relation with respectto when said lever is in full gear position in a forward direction and for disconnecting said auxiliary valves from said actuating mechanisms when said lever is in any of its hooked back positions while continuing the operation of the main valves.

6. Ina locomotive, the combination of a pair of cylinders, steam lines operatively related to said cylinders for conducting steam thereto, main steam valves in the respective steam lines operatively related to the respective cylinders for controlling the passage of steam to and from said cylinders, valve gears for operating said valves, a reverse lever for controlling the operation of said valve gears, a pair of auxiliary valves operatively related, respectively, to said steam lines, main valves and said cylinders for cutting off the supply of steam to the cylinders before it is cut off by said-main valves when the latter are operating at substantially full stroke, a pair of members having a fixed relationship with respect to each other and operatively connected to relatively movable parts of the locomotive for respectively actuating said auxiliary valves to provide unequal cut-offs of steam between respective cylinders,

one of said members providing for unequal cutoffs of steam between the ends of one of said cylinders, and means operatively related to said reverse lever for operatively connecting said auxiliary valves to their respective actuating members when said lever is in substantially full gear position in a forward direction and for disconnecting said auxiliary valves from their actuating members when said lever is in any of its hooked back positions.

7. In a locomotive, the combination of a pair of cylinders, pistons movably mounted'rin said cylinders and having crossheads movable with the respective pistons, steam lines operatively related to said cylinders for conducting steam thereto, main steam valves in said lines and operatively related to the respective cylinders for controlling the passage of steam to and from said cylinders, valve gears for operating said valves, a reverse lever for controlling the operation of said valve gears, a pair of auxiliary valves operatively related, respectively, to said steam lines and main valves and to said cylinders for cutting on the supply of steam to the cylinders before it is cut off by said main valves when the latter are operating at substantially full stroke, a pair of oscillating double faced cam members operatively connected respectively to said cross-heads for respectively actuating said auxiliary valves to provide unequal cut-offs of steam between'said cylinders, one of said cam members providing for unequal cut-oils of steam between the ends of one of said cylinders, and means operatively related to said reverse lever for operatively connecting said auxiliary valves to their respective actuating members when said lever is in substantially full gear position in a forward direction'and for disconnecting said auxiliary valves from their actuating members when said lever is in any of its hooked back positions.

8. An auxiliary steam control device for locomotives comprising a housing having a chamber communicating with the steam line of a locomotive and having an outlet port communicating with said chamber, a valve having a valve stem and operative to control the passage of steam through said port, means for actuating said valve, said means comprising a carriage connectedsto said stem, means for supporting said carriage, a double faced cam'operatively related to a movable part of the locomotive in a manner to be driven thereby, a roller mounted on said carriage in a manner to be engaged by one face of said cam for moving the carriage and valve in one direction, a second roller operatively related to said carriage in a manner to be engaged by the other face of said cam for moving the carriage and valve in the opposite direction, and means for moving said second roller out of operative relationship with respect to said cam for rendering said valve inoperative to control the passage of steam through said port. 7 1 s 9. An auxiliary steam controlidevice for locomotives comprising a housing having a chamber communicating with the steam line of a locomotive and :having an outlet port communicating with said chamber, a valve having a valve stem and operative to control the passage of steam through said port, means for actuating said valve, said means comprising a reciprocating carriage connected to said stem, a plurality of rollers for supporting said carriage, a double faced pivotally mounted cam operatively related to a movable part of the locomotive in a manner to be driven thereby, a roller mounted on said carriage in a manner to be engaged by one face of said cam for moving the carriage and valve in one direction, a connector pivotally mounted on said carriage and having a roller adapted to be engaged by the other face of said cam for moving the carriage and valve in the opposite direction, and manually operated means for tilting said connector about its pivot and moving said last mentioned roller out of operative relationship with respect to said cam for rendering said valve inoperative to control the passage of steam through said port.

10. An auxiliary steam control device for locomotives comprising a housing having a chamber communicating with the steam line of a locomotive and having an outlet port communicating with said chamber, a valve for controlling the passage of steam through said port, a stem having a recess formed therein and connected to said 7 be engaged by one face of said cam for moving the valve in one direction past said port, a connector pivotally mounted on said carriage and having a roller adapted to be engaged by the other face of said cam for moving the valve in the opposite direction past said port, means mounted on said connector and cooperable with said carriage for determining the position of the connector with respect to the carriage, a spring pressed detent cooperable with said recess for yieldinglysecuring said valve atone side of said port, and manually operated means for tilting said connector about its pivot and moving said last mentioned roller out of operative relationship with respect to said cam for rendering said valve inoperative to control the passage of steam through said port. i

11. The combination with the steam chest of a locomotive of an auxiliary steam control device comprising a housing having a chamber communicating with the steam line of the locomotive and having an outlet port communicating with said chamber and said steam chest,'a. valve having a valve stem and operative to control the passage of steam through said port to said steam chest, means for actuating said valve, said means comprising a reciprocating carriage connected to said stem, a plurality of rollers for supporting said carriage, a double faced pivotally mounted cam operatively related to a movable part of the locomotive in a manner to be oscillated thereby, a roller mounted on said carriage in a manner to be engaged by one face of said cam for moving the valve in one direction past said port, a connector pivotally mounted on said carriage and having a roller adapted to be engaged by the other face of said cam for moving the valve in the opposite direction past said port, means for yieldingly securing said valve at one side of said port, and manually operated means for tilting said connector about its pivot and moving said last mentioned roller out of operative relationship with respect to said cam for rendering said valve inoperative to control the passage of steam through said port.

12. In a locomotive, the combination of a plurality of cylinders, means for conducting steam to said cylinders, main steam valves in said conducting means for controlling the passage of steam to said cylinders, means for controlling the stroke of said main valves, auxiliary steam control means operatively related to said conducting means and said cylinders for providing predetermined unequal cut-ofis of the steam to one of said cylinders and cut-ofis of steam to another of said cylinders intermediate the unequal out-offs of steam to said one of said cylinders, the cut-offs of steam to all cylinders produced by said auxiliary steam control means being made in advance of the steam cut-ofls made by the main valves when said main valves are operating at substantially their full stroke, and means for rendering said auxiliary means inoperative when said main valves are operating at less than substantially full stroke.

EMIL C. ANDERSON.

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