US Patent: 444,563
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| Valve-Gear for Engines
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Patentee:
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| Ellis J. Woolf (exact or similar names) - Minneapolis, Hennepin County, MN |
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Patent Dates:
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| Applied: |
Apr. 19, 1890 |
| Granted: |
Jan. 13, 1891 |
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Patent Pictures:
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Joel Havens
"Vintage Machinery" entry for Buffalo Pitts Co.
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Description: |
| Abstract:
My invention relates to radial valve-gear. It was especially designed for use in connection with the valve-gear described in United States Letters Patent issued jointly to myself and John Peebles, of date July 30, 1889, numbered 407,806, but is capable of use on other forms of radial gear wherein the restraining device for constraining the outer end of the strap to pursue a definite path is mounted on a standard or carrier supported on the eccentric-shaft. The leading feature of the invention has for its object to provide a carrier for the restraining device which will automatically adjust itself to the relative movements of the axle and the frame and which will always present a rigid base of resistance to the valve- thrust. The devices hitherto designed to permit the rising and falling of the axle have never, so far as I am aware, been rigid with reference to the valve-thrust. More or less loose joints have always intervened, impairing the motion and injuring the engine. For example, guide-pins fixed to the frame or boiler have been employed in cooperation with perforated lugs on the head of the standard, as shown in said former patent. Radius-bars have also been used pivotally connected at one end to the upper end of the standard and at the other to the frame. In both cases the necessary play at the joints, namely, between the pin and the lug in the one ease and at the pivots in the other-permits the standard to move with every thrust of the valve, progressively increasing in degree with usage. This imparts a succession of blows to the standard, the restraining device, the strap, and the engine-frame. The frame and all parts supported thereby are kept in a continuous tremble, greatly to the discomfort of the engineer and fireman and increasing the wear and tear on the entire locomotive. Tie lost motion at the joints of the carrier becomes cumulative at the restraining device and strap. The effect on the valve is to delay its movement, increasing with usage, rendering the engine loggy and impairing the distribution of the steam. The necessity for an automatically-adjustable carrier which should be free from the above-noted defects led to this feature of my invention, the efficiency of which for the purpose has been demonstrated by extensive usage. To these ends I construct the carrier in the form of a rigid bell-crank lever, the two arms of which are preferably of unequal length. The short arm or standard proper is loosely mounted on the axle and supports the restraining device, while the long arm is connected at its outer end to some support independent of the axle, preferably some part of the frame, in such a manner as to be permitted a limited to-and-fro motion in the direction of its length upon the rising and falling of the axle, but no motion whatever at an angle to its to-and-fro motion, and hence no motion whatever under the thrust from the valve. The carrier is therefore pivotal with reference to the relative movements of the axle and the frame, but is rigid with reference to the valve-thrust. I have shown two means of effecting the connection between the long arm of the carrier and the fixed support, so as to permit the requisite to-and-fro motion, one being a pair of jaws on the outer end of the arm embracing a crossbar on the frame and the other a pivotal connection with a pivoted hanger on the frame. Both will 9c work well; but the latter is my preferred construction. The long arms of the carrier may be of any suitable construction so long as it is rigid with the short arm or standard.
Claim:
A carrier for a valve-gear, consisting of a rigid bell-crank lever having one arm loosely mounted on the eccentric-shaft and the other connected to some independent Timo support, with freedom 'for a limited move-meat in tile direction of its length, but without freedom to move at an angle to the line of its to-and-fro motion, whereby, while automatically adjusting the gear to the rising and falling of the shaft, the carrier always presents a rigid base of resistance to the valve-thrust. |
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