US305101A - mullrey - Google Patents

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US305101A
US305101A US305101DA US305101A US 305101 A US305101 A US 305101A US 305101D A US305101D A US 305101DA US 305101 A US305101 A US 305101A
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locomotive
axle
boiler
car
ice
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
    • B62M27/00—Propulsion devices for sledges or the like
    • B62M27/02—Propulsion devices for sledges or the like power driven

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  • Figure I is a side view of a locomotive embodying my improvement.
  • Fig. is a plan of certain parts which are not clearly shown in Fig. 2.
  • Fig. 4 isasectional side elevation of the rear part o f the locomotive.
  • Fig. 5 is a transverse section taken as indicated by the dotted liner x,Fig.4..
  • Fig. 6 is a sectional inverted plan or bottom view of certain ofthe parts which are shown in Fig. 4.
  • Fig. 7 is a sectional side View of certain parts at the forward end of the locomotive.
  • Fig. 8 is an inverted plan or bottom view of thesame.
  • Fig. 9 is a plan of the end portion of one of the axles of the locomotive.
  • Fig. l0 is a side view thereof.
  • Fig. 1I is a side view of one of the runners.
  • Fig. 12 is a plan or top view of the runner.
  • Fig. 13 is a back view of the runner.
  • Fig. 14. is a rear View ofthe locomotive-tender.
  • Fig. 15 is a plan of a car drawn by the locomotive.
  • Fig. 16 is a plan of certain parts not clearly shown in Fig. 15.
  • Fig. 17 is ⁇ a side view of this car, and
  • Fig. 18 is a front view of the car.
  • A designates the boiler of the locomotive. It may be made like the boiler of an ordinary locomotive; but preferably it will be made longer and slightcr, in order that its weight may be distributed over a larger surface of ice. It is supported by axles or crossbars B B' and runners C, and it is propelled by sprocket or toothed wheels D. Engines A of ordinary type are secured to and combined with the boiler in any suitable manner, and impart motion through connecting or pitman rods A2 and crank A3 to the driving-wheelsD. Having given this preliminary description of the parts, I will proceed to explain their several constructions in detail.
  • the runners C are severally constructed of a main section, c, which is fitted to a journal or circular portion, b, at the end of an axle, and a yielding auxiliary section, c'.
  • the auxiliary section c is pivoted by a pin, c2, to the main section c, and is held down to its normal position by means of a rod, ci, that is pivotally connected to it by a pin, c, and fits loosely in a bearing, c5, extending from the main section, and a spring, c, surrounding the rod.
  • the advantage of this auxiliary section is that it can yield and adjust itself to varying angles, so as to facilitate the passage of the runner over unusually large obstacles.
  • the runners are preferably made wider than ordinary sleigh-runners, and are provided with ribs c7 on the under side.
  • the axles are preferably made -of great length, so that the weight sustained by them may be distributed over a very large surface of ice.
  • the locomotive can be used early and late in the winter season, while the ice is comparatively thin.
  • irregularities in the surface of the ice will not have so great an effect upon the boiler of the locomotive.
  • the journals b of the axles B B are not made integral with the axles, but are hinged to shoulders b' on the axles by pins b2, so that they extend under end portions, Zf. They are provided with tongues b,that extend through slots in the end portions, b3, of the axles, and have springs consisting of pieces of indiarub ber b5, or other suitable material, interposed between them and the end portions, b3, of the axles.l
  • This method of combining the journals with the axles is advantageous, in that it enables the journals to move to a slight extent independently of the axles, and thereby to prevent small irregularities in the surface of the ice from transmitting such shocks through the axles to the boiler, as otherwise they. would do. l
  • the forward end of the boiler is secured a pillow-bloclr,A*, by which the engines are in this instance supported.
  • the lower side of this pillow-block is provided with jaws a, having bearings, in which fit journals a', extending from a bar, A5.
  • Iheforward end of this bar is bifurcated and pivotally connected IOO to the front axle, B,and the rear end is grooved to :receive a rope or cable, A5, that surrounds and hangs down from the forward portion of the boiler A.
  • the connection between the bar A5 and the forward axle, B is made as follows A saddle or wearing-piece, a2, fits upon the axle.
  • the forward bifurcated end of the bar A5 ts over the axle and this saddle or wearing-piece, and a king-bolt passes through the bar, the saddle or wearing-piece, and the axle.
  • the bar A5 is prevented from lateral movement relatively to the boiler by the jaws a, and also by jaws a2, extending downwardly from theboiler.
  • the forward axle, B is, owing to the manner in which it is combined with the bar A5, capable of turning relatively to the axis of the boiler, in order that thelocomotive may be directed around curves.
  • the rear axle, B' has pairs ⁇ of jaws b, which embrace bars a2, and are pivotally connected thereto by pins b5. These bars A7 are pivotally connected by pins b to bars A5, extending from the sides of the iire-boxof the locomotive or from any other support. The forward ends of these bars AT are connected toa rope or cable, A5, that extends around and hangs from the locomotive-boiler.
  • E designates cords or cables fastened to the axleB near its ends, passing around pulleys c, and then around a windlass, E', in the cab of the locomotive.
  • the windlass E' is provided with a worm-gear wheel, E2, that engages with a worm, E5. By turning ⁇ this worm the wi11d lass may be rotated so that it will vary the angle of the forward axle relatively to the axis of the boiler.
  • the driving-wheels D' are not intended to contribute to the support of the locomotiveboiler. They severally consist, as here shown, of a number of tubular metal spokes, d, having a recess or opening in their outer ends. They are fitted into a hub, d', and secured in a rim, d2, and provided with sprockets or teeth d5. These sprockets or teeth (see particularly Figf 5) have shanks that it'into the outer ends of the spokes, and are secured there by crosspins. The sprockets or teeth may therefore be removed and replaced by others when worn out. They are preferably V-shaped at the outer ends.
  • the driving-wheels D are rigidly affixed to an axle, D', which fits in housings or vertically-elongated bearings D2, extending from the boiler; consequently the wheels are free to rise and fall relatively to the boiler.
  • axle D On the axle D are loosely mounted collars D, which do not rotate with the axle, by reason of having attached to them ropes or cables Dt, that are secured to a common rope or cable, D5.
  • This rope or cable D5 extends to the car shown in Figs. l5, 16, 17, and 18, and is fastened to the front axle thereof.
  • the car drawn by the locomotive has a very long tongue, F, in order that the car and locomotive will not be too near together to greatly strain the ice traveled.
  • This tongue is connected to the car, so that itcannot have any independent lateral movement, and it is bifurcated to embrace an axle, B2, that contributes to support a tender, G.
  • the tongue is also shaped so as to embrace a pin, p, on the axle B2. The tongue keeps the car a proper distance in rear of the locomotive and enables the locomotive to guide the car.
  • It consists of bars H, fitted in vertical slideways in the main sections of the runners that are attached to the rear axle, B. These bars are pivotally connected to arms H', extending from a rock-shaft, H2.
  • This rock-shaft has affixed to it a rod, H5, that extends into the cab of the locomotive, where it can be reached by the engineer.
  • the bars H may thus be caused to indent themselves more or less int-o the ice tol retard the locomotive.
  • the tender G at the front end is, as here shown, hung upon the door of the cab, and at the rear end it is hung from a connecting-piece, G', by which pillars G2 are united.
  • the axle B2 is connected to the axle B' by rods B2 Bt.V
  • the pillars G2 fit in sockets in the axle B2, andA are pivotally secured therein by pins g.
  • the connecting-piece G' has shanks fitting in sockets, with which the pillars at the upper ends are furnished; hencel the connecting-piece can rise and fall slightly with relation to the pillars, and the latter can swing somewhat to admit of this. Thus shocks may be more or less neutralized, so as not to affect the tender seriously.
  • a rope or cable, G3 is fastened to the connecting-piece G' and to the tender.
  • Ropes or cables G4 extend from the bottom of the tender to reverse ends of the axle B2, and thereby keep the tender from tilting.
  • the tender is of course only a particular kind of ear-namely, a car for carrying fuel, water,

Description

(No Model.) 3 Sheets-Sheet 1.
T. MULLREY.
LOGOMOTIVE.
Patented Sept. 16.,` `18811..
Im/f/zbr l wg,
N |||nu lllll Il l l 3 Sheets-Sheet 2.
T. MULLRBY.
(No Model.)
LOGOMOTIVE.
ANo. 305,101.
Patented Sept. .16, 1884.
"wm, ma Emu r LJ.
N. PETERS. Pham-mhagmpnen wmhmgmn. D4 c.
.(No Model.) 3 Sheets-Sheet 8.
T. MULLREY.
LOGUMUTIVE. No. 305,101, Patented sept. 16, 1884.
lhurnn STATES! FATENT @irren THOMAS MULLREY, OF NEW YORK, N. Y.
LOCOMOTIVE.
SPECIFICATION forming part of Letters Patent No. 305,101, dated September 16, 1884.
Application filed December 7, 1853.y (No model.)
To a/ZZ whom it may concern.'
' Beit known that I, THOMAS MULLREY, of New York, in the county ofI New York and State of New York, have invented a certain new and useful Improvement in Locomotives and other Cars Adapted for Traveling on Ice, `of which the following is a specification.
I will describe my improvement in detail, and then point out its various features in the claims. l
In the accompanying drawings, Figure I is a side view of a locomotive embodying my improvement. Fig. Zisaplan ofthe same. Fig. is a plan of certain parts which are not clearly shown in Fig. 2. Fig. 4 isasectional side elevation of the rear part o f the locomotive. Fig. 5 is a transverse section taken as indicated by the dotted liner x,Fig.4.. Fig. 6 is a sectional inverted plan or bottom view of certain ofthe parts which are shown in Fig. 4. Fig. 7 is a sectional side View of certain parts at the forward end of the locomotive. Fig. 8 is an inverted plan or bottom view of thesame. Fig. 9 is a plan of the end portion of one of the axles of the locomotive. Fig. l0 isa side view thereof. Fig. 1I is a side view of one of the runners. Fig. 12 is a plan or top view of the runner. Fig. 13 isa back view of the runner. Fig. 14. is a rear View ofthe locomotive-tender. Fig. 15 is a plan of a car drawn by the locomotive. Fig. 16 is a plan of certain parts not clearly shown in Fig. 15. Fig. 17 is `a side view of this car, and Fig. 18 is a front view of the car.
Similar letters of reference designate corre sponding parts in all the figures.
A designates the boiler of the locomotive. It may be made like the boiler of an ordinary locomotive; but preferably it will be made longer and slightcr, in order that its weight may be distributed over a larger surface of ice. It is supported by axles or crossbars B B' and runners C, and it is propelled by sprocket or toothed wheels D. Engines A of ordinary type are secured to and combined with the boiler in any suitable manner, and impart motion through connecting or pitman rods A2 and crank A3 to the driving-wheelsD. Having given this preliminary description of the parts, I will proceed to explain their several constructions in detail.
The runners C are severally constructed of a main section, c, which is fitted to a journal or circular portion, b, at the end of an axle, and a yielding auxiliary section, c'. The auxiliary section c is pivoted by a pin, c2, to the main section c, and is held down to its normal position by means of a rod, ci, that is pivotally connected to it by a pin, c, and fits loosely in a bearing, c5, extending from the main section, and a spring, c, surrounding the rod. The advantage of this auxiliary sectionis that it can yield and adjust itself to varying angles, so as to facilitate the passage of the runner over unusually large obstacles. The runners are preferably made wider than ordinary sleigh-runners, and are provided with ribs c7 on the under side.
The axles are preferably made -of great length, so that the weight sustained by them may be distributed over a very large surface of ice. By thus distributing the weight the locomotive can be used early and late in the winter season, while the ice is comparatively thin. As a broader base is thus formed, irregularities in the surface of the ice will not have so great an effect upon the boiler of the locomotive.
The journals b of the axles B B are not made integral with the axles, but are hinged to shoulders b' on the axles by pins b2, so that they extend under end portions, Zf. They are provided with tongues b,that extend through slots in the end portions, b3, of the axles, and have springs consisting of pieces of indiarub ber b5, or other suitable material, interposed between them and the end portions, b3, of the axles.l This method of combining the journals with the axles is advantageous, in that it enables the journals to move to a slight extent independently of the axles, and thereby to prevent small irregularities in the surface of the ice from transmitting such shocks through the axles to the boiler, as otherwise they. would do. l
lUnder the forward end of the boiler is secured a pillow-bloclr,A*, by which the engines are in this instance supported. The lower side of this pillow-block is provided with jaws a, having bearings, in which fit journals a', extending from a bar, A5. Iheforward end of this bar is bifurcated and pivotally connected IOO to the front axle, B,and the rear end is grooved to :receive a rope or cable, A5, that surrounds and hangs down from the forward portion of the boiler A. The connection between the bar A5 and the forward axle, B, is made as follows A saddle or wearing-piece, a2, fits upon the axle. The forward bifurcated end of the bar A5 ts over the axle and this saddle or wearing-piece, anda king-bolt passes through the bar, the saddle or wearing-piece, and the axle. The bar A5 is prevented from lateral movement relatively to the boiler by the jaws a, and also by jaws a2, extending downwardly from theboiler. The forward axle, B, is, owing to the manner in which it is combined with the bar A5, capable of turning relatively to the axis of the boiler, in order that thelocomotive may be directed around curves.
The rear axle, B', has pairs `of jaws b, which embrace bars a2, and are pivotally connected thereto by pins b5. These bars A7 are pivotally connected by pins b to bars A5, extending from the sides of the iire-boxof the locomotive or from any other support. The forward ends of these bars AT are connected toa rope or cable, A5, that extends around and hangs from the locomotive-boiler. By this method of connecting the rear axle, B', to the locomotive-boiler, small irregularities in the surface of the ice traveled will not impart such shocks to the boiler as otherwise they \might do. It will be understood that this connection of the rear axle to the boiler does not admit of any adjustment of this axle relatively to the axis of the boiler-as, for instance, while the locomotive is traveling in curves.
I will now explain the means whereby the forward axle, B, may be adjusted for directing the locomotive around curves.
E designates cords or cables fastened to the axleB near its ends, passing around pulleys c, and then around a windlass, E', in the cab of the locomotive. The windlass E' is provided with a worm-gear wheel, E2, that engages with a worm, E5. By turning` this worm the wi11d lass may be rotated so that it will vary the angle of the forward axle relatively to the axis of the boiler.
The driving-wheels D'are not intended to contribute to the support of the locomotiveboiler. They severally consist, as here shown, of a number of tubular metal spokes, d, having a recess or opening in their outer ends. They are fitted into a hub, d', and secured in a rim, d2, and provided with sprockets or teeth d5. These sprockets or teeth (see particularly Figf 5) have shanks that it'into the outer ends of the spokes, and are secured there by crosspins. The sprockets or teeth may therefore be removed and replaced by others when worn out. They are preferably V-shaped at the outer ends.
The driving-wheels D are rigidly affixed to an axle, D', which fits in housings or vertically-elongated bearings D2, extending from the boiler; consequently the wheels are free to rise and fall relatively to the boiler. On the axle D are loosely mounted collars D, which do not rotate with the axle, by reason of having attached to them ropes or cables Dt, that are secured to a common rope or cable, D5. This rope or cable D5 extends to the car shown in Figs. l5, 16, 17, and 18, and is fastened to the front axle thereof. AThe ropes or cables D4, leaving` the collars D3, pass down under pul leys D, secured to the bottom of the fire-box; hence any strain exerted by the car shown in Figs. l5, 16, 17, and 1S upon the ropes or cables D4 D5 will cause the wheels Dito be-drawn down upon the ice, so that they will make a firm engagement therewith. Th ese wheels will therefore always engage with the ice with a force corresponding to the strain exerted by the load which the locomotive draws. The said wheels can of course rise and fall, to adapt themselves to irregularities in icc, without affecting the locomotive-boiler.
The car drawn by the locomotive has a very long tongue, F, in order that the car and locomotive will not be too near together to greatly strain the ice traveled. This tongue is connected to the car, so that itcannot have any independent lateral movement, and it is bifurcated to embrace an axle, B2, that contributes to support a tender, G. The tongue is also shaped so as to embrace a pin, p, on the axle B2. The tongue keeps the car a proper distance in rear of the locomotive and enables the locomotive to guide the car.
I have provided a brake whereby the speed of thelocomotive may be cheeked. It consists of bars H, fitted in vertical slideways in the main sections of the runners that are attached to the rear axle, B. These bars are pivotally connected to arms H', extending from a rock-shaft, H2. This rock-shaft has affixed to it a rod, H5, that extends into the cab of the locomotive, where it can be reached by the engineer. The bars H may thus be caused to indent themselves more or less int-o the ice tol retard the locomotive.
The tender G at the front end is, as here shown, hung upon the door of the cab, and at the rear end it is hung from a connecting-piece, G', by which pillars G2 are united.
The axle B2 is connected to the axle B' by rods B2 Bt.V The pillars G2 fit in sockets in the axle B2, andA are pivotally secured therein by pins g. The connecting-piece G' has shanks fitting in sockets, with which the pillars at the upper ends are furnished; hencel the connecting-piece can rise and fall slightly with relation to the pillars, and the latter can swing somewhat to admit of this. Thus shocks may be more or less neutralized, so as not to affect the tender seriously. A rope or cable, G3, is fastened to the connecting-piece G' and to the tender. Ropes or cables G4 extend from the bottom of the tender to reverse ends of the axle B2, and thereby keep the tender from tilting.
The tender is of course only a particular kind of ear-namely, a car for carrying fuel, water,
IOO
IIO
&c. Therefore I desire to cover here not only the pillars G2 and connecting-piece G, and the steadying ropes or cables G4 for this particular kind of car, but for any other kind of caras, for instance, the car shown in Figs. 15, 16, 17 and 18 of my drawings. The runners, axles, and brake I also desire to cover in such a car as that last mentioned.
What I claim as my invention, and desire to secure by-Letters Patent, is-.
1. In a locomotive designed for traveling over ice or snow, the combination of runners for'supporting it, Wheels upon an independent shaft serving to propel it, vertically-elongated bearings therefor, a car, and means for connecting the carto the axle of the propelling- Wheels, substantially as and for the purpose specified. Y
2. The combination of the axle B, saddle or Wearing-piece a2, bar A5, and king-bolt passing through them, substantially as specified.
3. In-a locomotive, the combination of an axle, B, bar A5, journaled to the boiler or a pillow-block thereon, and the rope or cable A3, substantially as specified.
4. In a locomotive, the combination of an i axle, Bf, the bars A7, pivotally connected to the boiler orl the fire-box thereof, andthe rope or cable A, substantially as specied.
5. The combination, with a locomotive and car designed to travel over ice or snow, of the tongue F and the rope or cable D5, substantween the said axlesI and secured thereto, substantially as specified.
9. The combination, with a suspended vehicle-body and an axle therefor, of ropes or cables G", substantially as specified.
10. The combination, with avehicle and an axle for the same, of the pillars G2, connecting-pieces G, and rope or cable G3, substantially as specied.
THOMAS MULLREY.
Vitnesses:
T. J. KEANE, THOMAS H. PATTEN.
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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4405140A (en) * 1979-08-29 1983-09-20 Excalibur Automobile Corporation Bobsled

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4405140A (en) * 1979-08-29 1983-09-20 Excalibur Automobile Corporation Bobsled

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