US279102A

US279102A - Locomotive

Info

Publication number: US279102A
Authority: US
Publication date: 1883-06-05
Anticipated expiration: 1900-06-05

Description

(No Model.)

D. R. MURPHY.

LOGOMOTIVE. No. 279,102'. Patented June 5,1883.

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UNITED STATES PATENT OFFICE.

DANIEL E. MURPHY, oir-NEWARK, AssIGNOE OE ONE-HALE To GURDON n. JOHNSON, OF GRANvILLE, OHIO.

LOCOMOTNE.

'sPEcrErcArroNforming part of Letters Patent No. 279,102, dated June 5, 1883.

Application tiled January i', 1883. (No model.)

To all whom t may concern.-

Be it known that I, DANIEL R. MURPHY, a citizen of the United States, residing at Newark, in the county of Licking and State of Ohio, have invented certain new and useful lmprovements in Locomotive-Engines, of which the following `is a specification. Y

My invention relates to improvements in locomotive-engines in which the steam-cylin- 4 1ov ders are placed between the driving-wheels,

and has for its object the proper relative distribution of the weight upon the pilot and driving wheels. ln the construction shown, the major portion of the weight is sustained I 5 by the driving-wheels, one pair thereof' being placed in the rear` of the fire-box, and the other pair in front of the longitudinal center of the boiler, whereby the weight ofthe enginefurnace, and its appurtenances is sustained 2o by the driving-wheels, while sufficient weight is retained upon the pilot-truck to insure the safety ofthe engine while rounding curves upon the track.4 'l accomplish these obj ects by the construction shown in the accompanying drawing, in which is represented a side eleva-tion of a locomotive constructed according to my invention, the cylinder being in section to show thelcontinuous piston-rod and its conneetions.

In the drawing,'one ofthe cylinders A is clearly shown attached to the frame A, and located centrally between the driving-wheels B, with a continuous piston-rod, C, projecting from both sides of the piston C', and passing through both heads D of the cylinder to the.

cross-heads, whereby it is united to one end oi' themain connecting-rods F, and the opposite ends ofsaid connecting-rods embrace the cranklpins of the driving-wheels. rllhe cross-heads 4o are provided with suitable guides, E', that areV connected at one end to the cylinder-heads, and at the rear end to a yoke, E2, in the manner usually found inlocOmotive-engines.

A steam-pipe, G, leads from (eachside of) 4 5 the dome H to the steam-chestl. This steampipe is provided with a globe-valve, J, to shut the steam wholly off from one or both of. the cylinders when desired, and thus remove the danger resulting from the accidental opening 5o ofthe thrott-le-valve.

K shows the exhaust-pipe leading from the steam-chest l to smoke-box L.

The cylinders A are bolted to the side of the locomotive frame, and within each steamchest l is placed the slide-valve, having at one end the valve-rod I?, the extremity of which is united to the main rocker-arm l". The opposite end of said valve carries a rod that is united to or forms an extension of the pistonrod of the small cylinder a, suitably secured to the end of the steam-chest l. The small cylinder a has Va steamchest, within which is placed a slide-valve that is operated by means of the rod e, pivoted to one end of the double roeker-armf. rlhe latter is pivoted to the frame, and its lower end is provided with a connecting-rod, g, that is pivoted to and operated by the main rocker-arm l. Steam is brought to the steam-chest of the small cylinder al through the pipe 71, issuing from the main steam-pipe G, and it exhausts into the exhaustpipe 'K ofthe main cylinder. rlhe shaft'of the rocker-arm '.lf is provided with an arm pendent therefrom, and its lower e'nd has a pin that enters the segmental link I, and the latter is connected in the usual manner with the eocentrics on the front driving-wheels7 axle.

By the arrangement of driving-wheels, cylinders, and pilot-truck, above described, it will be seen that nearly the whole weight of the engine is supported bythe driving-wheels, while the fronttruck, T, having preferably only two wheels, has sufficient adhesion upon .the rails to insure safety in leading the en'- gine, and as the usual parallel rods unit-ing the driving-wheels are dispensed with, the accidents caused by their breakage cannot happen in. this case. The fire-box M is made also longer than usual, to provide any desired amount ot' steam. rlhe piston of the main cylinderbeing supported by the cross-lieads at the end of each piston-rod, the internal surface of the cylinder is in a great measure relieved of the weight of the piston and retains its cylindrical form while in use.

l am aware that loconiotives have been provided'with a pair of driving-wheels in front` of the tire-box, a pair in the rear thereof, and cylinders adjoining the pilot-truck, and that other locomotives have been provided with IOO truck, and one pair in the rear ofthe fire-box, with :t cylinder equidistant from said driving-wheels, and havinga` pist-on therein provided at each end with :t piston-rod, it crosshead, zt connecting-rod, and the crank-pin 15 projecting from the driving-Wheels, whereby the weight of the locomotive is distributed upon the pilot-truck and the driving-Wheels, and the latter are revolved together, substantially as shown-and described.

In testimony whereof I affix my signature in presence of two witnesses.

DANIEL R. MURPHY.

E. E. MnssoN,

l fitnessesz W. B. MAssoN.