US12912A - Cabbiagke fob steam fibe-engiues - Google Patents

Description

' 4 Sheetssheet 1. AI Bl v 7 Steam Locomotive.

Patented May 22, 1855.

- 4 Sheets- Sheet 2. A. B. LATTA.

Steam Locomotive.

Patented May 22, 1855.

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I Steam Locomotive. {10 12,912 Patented May22, 1855.-

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Steom Locomotive.

No- 12,912. Patented May-22, 1855.

'5 Fi .5 F M F UNITED STATES PATENT OFFICE.

A. B. LATTA, OF CINCINNATI, OHIO.

CARRIAGE FOR STEAM FIRE-ENGINES.

Specification of Letters Patent No. 12,912, dated May 22, 1855.

To all whom it may concern:

Be it known that I, A. B. LATTA, of the city of Cincinnati, Hamilton county, and State of Ohio, have invented new and useful Improvements in Carriages Peculiarly Adapted to Steam Fire-Engines, and that the following is a fulland exact description of the same, reference being had to the accompanying drawings.

The frame of my carriage is of an oblong form, except that it is rounded at one or both ends, and is composed of a continuous truss for the combined objects of lightness and strength. It rests upon three wheels; there are two hind wheels for support and for driving the engine from place to place, when desired. The third wheel is at the front end of the frame and is for supporting and guiding the engine in locomotion. The hind wheels are placed upon an axle in such a manner that they or the axle may revolve independently of each other, except when coupled together as hereinafter described. The inner ends of the hubs of the wheels are much elongated in the form of sleeves (Z, Figure 3,) upon the axle (10,), and there appropriate notches or teeth 2, 2, in the inner end of these sleeves for the purpose of coupling. On each side of the middle of the axle is a coupling box 3, having each, at its end next the nearest wheel, teeth or notches 4, 1, adapted to coupling wit-h the sleeve of the nearest wheel. These boxes have free end motion on the axle, but are compelled to revolve with it by means of feathers and grooves, or other well known equivalent devices. Forks Y, or their equivalents play in grooves or between collars 5, 5, on these coupling boxes and are connected with appropriate levers which extend forward to the position of the engineer who is thereby enabled to couple or uncouple one or both wheels at pleasure. This is necessary in turning corners. On each end of the hind axles are a crank U, and an eccentric 9.

The steam cylinders I, for driving the pumps J, for throwing water are placed in a horizontal position outside of the frame. The rod 8, 8, of each piston, extends out at both ends of the cylinder. The pump barrels are so located at the front end of the machine that one end of the said piston-rod enters the pump-barrel centrally and carries the pump-piston, while the opposite end, outside of the steam-cylinder, works through guides K, K. To the last mentioned end of this piston-rod as near the head of the cylinder as may be, is attached by a joint a double connecting-rod 12, 12, which takes hold of and turns the crank at the end of the hind axle. The valves of the steam cylinder are operated through a connecting-rod R, R, by the eccentric 9, on the same axle. With this arrangement of parts it will be seen that the same engine which operates the pumps for throwing water, will also, when required, drive the machine from place to place, and, when desired, the pumps can be operated while the machine is at rest. After a fire, or in moving from one fire to another, the arrangement for giving locomotion to the machine will be found very useful. The engine house should, if possible, be'located on the highest ground so that the engine may be easily drawn by horses to any point where a fire may occur while the steam is being raised, and, in returning up the elevation, the aid of the engine will be found exceedingly useful.

At the front and sides of the carriage, hooks and rests 13, are placed upon which the suction hose can rest without being detached from the force pumps. Much time will thus be saved which would otherwise be lost in securing on the hose, at the moment when time is of the utmost importance.

Another point of great importance is the mode of supporting and bracing the body of the carriage on the front wheel D. Carriages of steam fire engines must often be driven with great rapidity over paved streets, causing violent and continual shocks and therefore requiring, in consequence of the great weight upon them a yielding lateral support of the boxes of the wheel in the line of motion of the wheel, or line of momentum, which is not necessary on steam carriages for rail-roads'although it would be useful there. As the fire-engines are required to turn short curves in the streets, and that with rapidity, it is necessary that the guide wheel should be capable of turning short while the bracing is preserved nearly in the direction of motion of that wheel.

For the reasons above indicated, I connect the guide-wheel with the body of the carriage by means of a large horizontal wheel E, much like what is ordinarily termed the fifth wheel in carriages. This wheel is sufliciently large to allow the guide wheel to work within it, and to this horizontal wheel, the pole to which the horses are attached, is firmly connected, so that the guide wheel will change direction with the horses, and still preserve central support to the end of the carriagebody. The horizontal wheel is connected with the body of the carriage by appropriate circular tongues and grooves, and by such other supports and bracings as may be convenient, and, at the same time consistent with horizontal motion round its center. These tongues and grooves should be at the periphery of the horizontal wheel for the purpose of firm support, and to be out of the way of the guide-wheel which operates within its periphery with the rim of this horizontal wheel, the boxes G for the axle of the front guide-wheel are connected by stirrups. Between these boxes and upright stirrups from the rim of the horizontal wheel are interposed springs 15, operating vertically like those which support the bodies of railroad cars, and links 16, capable of adjusting themselves to the position of the boxes, at the angle of about forty-five degrees also connect the boxes with the rim of the horizontal wheel, both behind and before. WVithin these links or stirrups, are rods 17, upon which springs F, F, spiral or india rubber, are placed, with rests for them, so that the horizontal wheel with the front of the body is supported, not only by the springs which work vertically, but upon those which are placed diagonally before and behind to prevent injury from the shocks which result from running over rough pavements, and from sudden stoppings. Springs of other forms riage or leaving them stationary while the engine is performing its duty, all substantially as described.

2. I also claim connecting the forward guide-wheel to the body of the carriage by the large horizontal ring in which it revolves in combination with the vertical springs and brace springs for supporting the boXes against shocks experienced in running over pavements and other rough placesas described. I do not claim either the ring or the springs separately but only the combination in the manner and for the purposes substantially set forth.

3. I also claim combining hooks, rests or other equivalents, with the body of the carriage, to support the suction-hose without detaching them from the induct-ion ports of the pumps, substantially as described.

A. B. 'LATTA.

Witnesses:

J. S. SCOTT, WM. H. CoRwIN.

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