US614041A - Compressed-air locomotive - Google Patents

Description

Patented. Nov. 8, I898.

S. M. VAUCLAIN.

CDMPRESSED AIR LUCOMOTIVE'.

(Application led Dec. 29, 1897.)

2y Sheets-Sheet l.

(No Model.)

No. s`|4,o4|. #atenten -Nov..a, |898;

S. M. VAUCLAINT l K COMPRESSED AIR LUCOMDTIVE. (Appnmion mea nec. 29, 1397.) No Model.) 4 A 2 4sheets--sheet 2.

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UNITED STATes PATENT COMPRESSED-A-'IR LOCOMOTIVE.

SPECIFICATION forming part of Letters Patent No. 614,041, dated November 8, 1898.

Application filed December 29, 1897. Serial No. 664,303. (No model.)

T all whom it may concern.-

Be it known that I, SAMUEL M. VAUCLAIN, a citizen of the United States, residing in Philadelphia, Pennsylvania, have invented certain Improvements in Compressed-Air Lo-v I the admission of a given amount of hot water `wellknown types of compressed-air locomoto the auxiliary reservoir.

In the accompanying drawings, Figure 1 is a longitudinal view of a locomotive, the airreservoir's and connections being shown in vvfull lines,- while the outline of the locomotive 2S is shown in dotted lines. Fig. 2 is an end View showing the reservoirs and their connections in full lines and the frame in dotted lines. Fig. 3 is an enlarged View of one end ot' the auxiliary reservoir. Fig. 4 is a View of a modication.

My invention can be applied to any of the tives,- and I have deemed it best, in order not to confuse the drawings, to simply show the locomotive by dotted lines. p

A are elongated tubes arranged side by side, as shown, in which the air under pressure is stored. The tubes are made extra heavy, so as to withstand a much greater pressure than the actual pressure of the air. These tubes are connected together by pipes a at one end and to an auxiliary reservoir B by a pipe a. Between the auxiliary reservoir and the storage-reservoirs is a reducingvalve' C, of any of the well-known types, by which the pressure is reduced before the air is admitted to the auxiliary reservoir. This auxiliary reservoir is connected at the opposite end to a supply pipe or pipes b, leading to the air-cylinders of the locomotive. A

controlling-valve c is situated at the junction of the pipe b with the reservoir B, and this valve is Operated from a lever in the cab of the locomotive through suitable connecting mechanism.

Surrounding the auxiliary reservoir B is a hot-water drum D. This hot-water drum is charged in any suitable manner through the pipe d, which is provided with a suitable valve. Extending from the drum D is a pipe CZ, which is connected to a nozzle cl2, which extends into the pipe a2, leading from the reducin -valve to the auxiliary reservoir. The pipe is provided with a valve d3 for regulating the amount of hot water or steam sprayed into the reservoir B.

The drum D can be charged at the terminal station through the pipe d with hot Water at aitemperature above the boiling-point, and during the trip the hot water can be admitted to' the interior of the auxiliary reservoir through the pipe d and nozzle d2 in the form of a tine jet of steam or hot water, where it is absorbed by the compressed air. Thus the temperature of the air is not only increased by the surrounding body of hot water in the drum D, but also bythe injection of a given amount of steam or hot water in the form of a spray, so that when the air is admitted to the cylinders it is much higher in temperature and more moist than if allowed to escape Without preheating. Furthermore, the cylinders are lubricated to a certain extent by the moisture introduced.

By the above-described arrangement, in the event of the reducing valve becoming disarranged and allowing the air under full pressure to enter the reservoir, the reservoir is of sufficient strength to withstand the pressure, and as the air cannot enter the hot-water drum, which is made of much lighter material, it is almost impossible to explode an engine built on this plan.

In Fig. 4 I have shown a modification in which the nozzle d2 is connected to a separate hot-water reservoir D by a valved pipe d4. In this case the hot water in the reservoir D is not disturbed.

I claim as my inventionf 1. The combination in a compressed-air lo- IOO eomotive, of a storage-reservoir, an auxiliary reservoir connected thereto, a reducing-valve in the said connection and a hot-Water drum inclosing the said auxiliary reservoir, substantially as described.

2. The combination in a eonipressed-airloeomotive, of a storage-reservoir, an auxiliary reservoir connected thereto,a reducing-Valve in the said connection and a hot-Water drum inclosing the said auxiliary reservoir and communicating therewith, substantially as described.

3. The combination in a compressed-air l0- oonlotive, of a series of storage-reservoirs, an auxiliary reservoir connected thereto, a reducing-valve in said connection, a hot-water drum surrounding the said auxiliary reservoir, a pipe leading from the drum to the inlet-pipe of the auxiliary reservoir and terminating there in the form of a spray-nozzle, substantially as described.

4. The combination of a storage-reservoir, an auxiliary reservoir connected thereto, a reducing-valve in the said connection, ahot- Water drum surrounding the auxiliary reservoir, a supply-pipe therefor, a pipe leading from the hot-water drum to a spray-nozzle in one end of the auxiliary reservoir, apipe oonnected to the other end of the auxiliary reservoir, and a controlling-Valve in said pipe, substantially as described.

In testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses.

SAMUEL M. VAUCLAIN.

Witnesses:

JAMES G. KEYS, JAS. H. M. HAYES.

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