US1427841A - Valve gear - Google Patents

Description

C. J. PILLIOD.

VALVE GEAR.

APPLICATION FILED F EB.10, 192i.

Patented Sept. 5, 1922.

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c. J. PILLIODL VALVE GEAR. APPLICATION FILED FEB. '0, 192].

PatentedSept. 5, 1922.

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VALVE GEAR.

Application filed February -1071921 Serial No.4e3,74 3.

To all whom it may concern: Be it known that l, C ARLEs-J. PILLIOD, a citizen of the United States, and a resident of Toledo, in the county of Lucas and State This invention relates tovalve gears, and

particularly to those of the link type ofreverse for use on locomotives. 1 A large percentage of locomotives now in use'are equipped with valve gears of the link type of reverse, commonly known as the "Walschert, the imparting motion for which is taken fromthe drive-wheel. It has been shown by-tests that a very great disad vantageof this type of gear is that any rise or fall of the locomotive on its springs seriously affectsthe valve events, causing as high as thirty per cent loss of emciency. r

The object of my invention is to avoid so such disadvantage by changing the gear so that the imparting motion is received from the cross-head instead of from the drivewheel, thereby insuring constant uniformity of valve events through the periods of operation irrespective of the rise and fall of the locomotive on its" springs, and changing the prolonged maximum efliciency of running.

The invention is fully described in the following specification, and while, in its broader aspect, it is capable of embodiment in numerous forms, a preferred embodiment thereof .is illustratedinthe accompanying drawings, 'inwhich,--. e

Figure 1.is a fragmentary side elevation of a locomotiveequipped with my improved valve-gear. Fig. 2 is a top fragmentary plan view of the two engines of the locomo tive and the associated valve-gears, with parts brokenaway. Fig. 3 is a fragmentary side elevation of the locomotive equlpped with a valve gear embodying the invention in which the reversing means of the gear is of a different form from that of Fig.1, and F 1g. 4 is a fragmentary plan view of portions of the valve-gears and an engine.

Referring to the drawings, 1 designates a locomotive frame, 2 the locomotive drivewheels, 3 an engine at each side of the locomotive, 4 the cross-head operated from the piston of an associated engine, 5 the valve stem cross-head uide, and 6 the valve stem cross-head of eac engine.

The reversing mechanism for the valvegear, one of which mechanisms is located at each side of the locomotive, is carried by a frame part 7 and comprises the usual reversing link 8 which is in the form of a lever having fulcrum trunnions 9 j ournaled in the frame 7 and having its lower end connected by a union-r0d 10 to the cross-head 4 of the engine on the side of the locomotive therewith. The reverse link 8 has its upper end portion in the form of a yoke extending at both sides of the fulcrum 9 and through which the radius-rod 11 projects for adjusting movements 'lengthwisethereof. The yoke is provided with a segmental slide which is engaged; by the radius-rod 11,

whereby the pivota'l'connection of the radiusrod with the reverse link may be shifted lengthwise thereof to one side or the'other of the fulcrum 9, as is well understood in the art. In Fig. 1. the radius-rod is shown in neutral position with .respectto the reverse link 8.

The forward end of the radius-rod 11 is pivoted to an upstanding rocker-arm 12 on shaft 13 at the opposite side of the locomotive has an upstanding rocker-arm 14L con-Y nected by a link15 to the upper end of the combination lever 16, which is carried by the valve-stem cross-head 6 of the engine 3 at. the left side of the locomotive. The lower end of the combination lever 16 is connected by a union-link 17 to the associated crosshead 4, as is customary.

The radius-rod 11 of the reverse mecha other side of the locomotive through the medium of the reverse mechanism, and that the valve receives its lap and lead travel from the cross-head 4 of its engine.

The present reverse mechanism differs from those of the ordinary link type by reason of the reverse link 8 being connected to the cross-head 4 of the engine 3 at the same side of the locomotive therewith, instead of to the drive-wheel at such side, and the radiusrod 11 of the gear being cross-connected to the combination lever carried by the valve stem cross-head 6 of. the engine at the opposite side of the locomotive. This cross-connecting of the valve gear at one side with the valve at the other side of the locomotive is necessary in order to impart high speed .travel to the valve when the actuating crosshead is at either extreme of its travel. This is accomplished in the drive wheel connected reverse gear of this type by setting the connection of reverse gear with the drive wheel 90 inadvance of the main rod pin.

The control means for the radius-rod 11 of each reverse mechanism includes a reachrod 22 in connection with any suitable control means, and this rod is connected to the radius-rod of a reverse mechanism through a link 23, upstanding crank-arm 24, shaft 25 and horizontally projecting crank-arm 26 in sliding pivotal connection at the rear end of the associated radius-rod. The reach-rod has operating connection with the radiusrod 11 of the other reverse mechanism through a link 27, downwardly projecting rockerarm 28, shaft 29, and forwardly projecting rocker-arm 30 in sliding connection with the rear end of the radius-rod. The shafts 25 and 29 are journaled in the locomotive frame crosswise thereof, and in the present instance, the former is sleeved on the latter. It is evident that a forward movement of the reach-rod 22 will impart a downward movement to the right hand radius-rod 11 and an upward movement to the left hand radius-rod 11 relative to the fulcrums 9 of the respective reverse linksS thereby, in the present instance, placing the radius-rod at desired points in forward running position. This manner of connecting the reach-rod with the respective radius-rods is necessary on account of the cross-heads 4 of the two engines being set at 90 to each other and also due to the fact that the rocker-arms on the cross-shafts 13 and 19 are all upstanding.

In Figs. 3 and 4 the reverse gears are the same, as above described, except that instead of having all of the rocker-arms on the crossshafts 13 and 19 upstanding, the rockerarm with which the radius-rod 11 of one gear connects extends upward while the rocker-arm with which the radius-rod of the other gear connects extends downward from the shaft. This change obviates the instead of having reverse shifting movements imparted thereto as in the other form of the invention.

. The term link type of reverse as used herein is commonly understood in locomotive practice as referring to that class of gears wherein the reversing means includes a link having operating connection with a part which is shiftable longitudinally thereof to vary the valve travel to meet varying operating conditions.

I wish it understood that my invention is not limited to any specific construction, arrangement or form of the parts, as it is capable of numerous modifications and changes, without departing from the spirit of the claims. s

Having thus described my invention, what I claim as new and desire to secure by Letters Patent, is,

1. In a locomotive, the combination with an engine operated cross-head at each side and an engine valve at one side, of a valve gear mechanism including a reversing link connected to and operated by one cross-head and having a lap and lead means connected to the reversing link and including a combination lever of the floating type connected to the other cross-head and directly connected to the valve.

2. In a locomotive, the combination with an engine operated cross-head at each side and an engine valve at one side ofthe locomotive, and a valve-stem cross-head for the a valve, of a valve gear mechanism of the llnk" type of reverse connecting one engine operated cross-head and the combination lever at the opposite sides of the locomotive and operated by said cross-head, said mechanism comprising a pivoted reverse link havingconnection with the engine operated crosshead at the same side of the locomotive therewith, a radius-rod connected to and shiftable with respect to the reverse link pivot, a cross-shaft having a crank-arm at one end in connection with the radius link and a second rocker-arm at its other end, a combination lever carried by the Valve stem crosshead, connection between said second rockerarm and the upper end of the combination lever, and connection between the lower end 10 ,of the combination lever and the engine operated cross-head at the same side therewith.

In testimony whereof, I have hereunto signed my name to this specification.

CHARLES J. PILLIOD.

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