US385520A - morris - Google Patents

Description

(No Model.) 3 Sheets-Sheet 1..

G.. W. MORRIS.

MACHINERY FOR OPERATING STEAM PLOWS.

No. 385,520. Patented July 3, 1888.

Messes. Ifzlfenor.

(No Model.) 3 Sheets-Sheet 2..

G. W. MORRIS.-

MAGHINERY POR OPE-RATING STEAM FLOWS.

N0. 385,520. Patented July 8, 1888.

N. Pains. Pmmumngmpher. wnhimm n. c.

(No`Mode1.) l 3 Sheets-Sheet 3.. G. W. MORRIS.

MACHINERY POR OPERATING STEAM FLOWS. A N0. 885,520. A l Patented July 3, 1888.

NITED STATES PATENT Trice.

GEORGE W. MORRIS, OF BRANTFORD, ONTARIO, CANADA, ASSIGNOB TO ALFRED WATTS, OF SAME PLACE.

MACHINERY FOR OPERATlNG STAM-PLOWS.

SPECIFICATION forming pari: of Letters Patent No. 385,520, dated Tuly 3, 1888.

Application filed October 20, 1887. Serial No. 252.912.

To aZZ whom, t may concern:

Be it known that I, GEORG-n WTLLTAM MOR- Ris, of the city of Brantford, in the county of Braut, in the Province of Ontario, Canada, manufacturer, have invented certain new and useful Improvements in Machinery for Operating Steam-Flows, of which the following is a specification. i

The object of the invention is to provide simple, cheap, and effective machinery for a steam-plow operated by an engine, which may be adapted, when desired, to the various uses to which an agricultural engine is required to be put, and whereby all the advantages of the double-eugine system of steam-plow tackle may be secured Without any of its disadvantages, and which can be utilized in either the single or double engine system, as well as in drawing the plow by direct traction, in such a manner that all the objections applicable to the direct traction and double-engine systems are entirely overcome.

By my improvements 'great strength and rigidity are secured for the various operative parts, as well as a means for applying the power of the engine in the several directions required when operating by either the single or double engine system of steam-plowing; and these improvements consist, essentially, in placing the winding-drum on the main axle adjoining one of the road-wheels and operated by gearing driven from the crank-axle, and suitable means for readily throwing the driving-gear for the road-wheels, as well as for the winding-drum, into and out of gear, and a grooved pulley placed under the boiler to receive the plow-rope from the winding-drum and change the direction of the pull when plowing with two engines.

Figure 1 is a side elevation, some of the parts being removed or broken away. Fig. 2 is an end elevation, partly in section. Fig. 3

is a plan showing` gearing and the mode of operating same. Fig. 4 is a side elevation with wheels, gearing, 85o., removed, indicating the gear-ings for crankshaft, counter-shaft, main axle, and other operative parts. Fig. 5 is a det-ail of my positive and friction clutch on crankshaft for operating the road-wheels. Fig. 6 is a top plan view of my posit-ive and friction clutch.

In the drawings like letters and numerals of (No model.)

reference indicate similar parts in the various figures.

In Fig. l, B2 is the boiler, and B3 the firebox, and C is the cylinder in which the piston works. B are the guide-bars for the crosshead, and 3 the connecting-rod, and 2 the crank on the crank-shaft I. The guide-bars, the cylinder-cover, and main bearing-piece C are a single casting, which affordsbearings for the crank-shaft, as more fully illustrated in Figs. 3 and 4. B is the fiy-wheel on the crankshaft.

Dis the saddle-bracket bolted to the firebox and main bearing-piece O, and which affords bearings for the divided counter-shaft H and wheelV,which operates the friction-clutch N N. (Vide Figs. 3, 4, and 5.)

In Fig. 4 the bearing V for shaft of wheel Vis shown bolted to the saddle-bracket D, and the manner of placing the saddle-bracket D on the lire-box B, to which it is bolted for the purpose of supporting in position the main bearing-piece O and boxbearings for the crank shaft, is shown more particnlarlyin this figure.

M indicates the position of spur-wheel on counter-shaft.

K is one ot the road-wheels, with spokes broken out and hub removed so as to view the winding-drum L, one of the rims 9, between which the rope is wound having been removed.

L is the hub for drum L, a portion of covering-plate Z2 being broken away so as to View the holes Z, formed in the drum-hub, adapted to receive the bolting-pins for road-wheel. This drum-hub L is keyed onto the main axle E,and on it the windingdrum L is adapted to revolve when actuated by the gearing. (Vide also Figs. 2 and 3.)

a is the plow-rope wound on the drum, and here shown passing over the grooved pulley A, and thence passing at an angle to the plow when the double-engine system of plowing is adopted. Fordireet traction this grooved pulley A is of course not required. This pulley A is preferably used in a nearly horizontal position,as shown, and is placed near to and in front of the fire-box and immediately under the boiler, and has bearings for its shaft A3 in the socket Awhich is bolted to the bottom of the boiler, and the bracket A', which has two legs spread apart and bolted. to the fire- ICO 6o ...hereinafter under Fig. 5,@and caused to parboX, the bearing-collar for the shaft being at the apex of this triangular-shaped support.

At is a guard rigidly attached to the collar a3, fixed to the shaft A3,on Which the wheel A is adapted to revolve. This guard is for the `purpose of preventing the rope t 'from falling ont of the groove in wheel A, should the rope a become slaekened np; it may be further strengthened or held in position by the rod or wire a, connecting it with the bottom of the boiler. It is lipped at al and has a shoulder, as, which acts as agnide for the rope into the groove of wheel A.

In Fig. 2,the end elevation, the relative positions of the crank-shaft I, divided countershaft II, and main aXle E,are more fully illustrated, the crank-axle being slightly to the front of the counter-shaft while the countershaft is vertically over the main axle, as seen in Fig. 1., In this view the pinion-wheel F on crank-shaft is shown in gear with the spurwheel M on the divided counter-shaft, and ready to operate the windiug-drun'i. Vhen this pinion F is in gear and causing the winding-drum toA revolve, the pinion-wheel Nz is not clutched by the friction or positive clutch, (indicated at the right of the shaft, and more fully specified hereinafter under Fig. 5.)

F is a collar formed ou the end of the pinion-wheel F, and adapted to carry the end of the shifting-lever F2, (shown in Fig. 3,) which moves the pinion-wheel F along the shaft on the feather-key f intoand out of gear with spur-wheel M.

When the engine has taken up the desired position, and it is required to wind the drum so as to draw the plow, the pinion-wheel F is thrown into gear with the spur-wheel M and the engine started. The spur-wheel M being caused to revolve, carries with it the pinion M,which isfastenedon the spur-wheel M. The teeth on the pinion M mesh with the teeth on the periphery of the driving gear-wheel L2, which may be bolted on or rigidly att-ached to the drum, as shown, by bolts m, and drives this gear-wheel L2, which carries the drum `round on the hub L, which is keyed to the main axle. Suitable flanges, z, are formed on the hub of the drum, overlapping the flange of the hub L, so as to prevent the entrance of sand and grit between the faces of the hub on the drum and the hub L.

Vhen itis desired to cease winding the plowrope a, the pinion F is thrown out of gear with the spur-wheel M by the shifting-lever F2 and moved along the feather-keyj" toward the Iiywheel B. Vlien the engine is to be moved ahead and the road-wheels driven, the pinionwheel F being thrown out of gear, the pinionwheel N2 is thrown into clutch, as specified take of the motion ot' the crank-shaft I. The teeth on pinion-wheel N2 meshing with the teeth on the driving spur-wheel M3 on the divided eounter-shaft causes it to revolve, carrying with it the pinion-wheel Iformed or east on its face. This pinion-wheel I meshes with the driving gear wheel J for road-wheel IU, which communicates its motion by means of pin K, which passes through the hub of the .road-wheel K3, engaging in a hole formed in the hub of this larger gear-wheel J, which is keyed fast to main axle E, and thereby conimunieates its motion to the main axle. The main axle E, revolving through its bearingboXes E', carries with it the hub L', on which the winding-drum revolves, and the bol'tingpin K2, passing through a hole in the hub K of road-wheel into one of the holes in the hub L', causes the road-wheel K to partake of the motion of the drum-hub L. It' it is desired to turn sharp to the left or right, the piu K can be removed from the. road-wheels K or Ki during the operation of turning, and replaced when it is desired to move ahead. The mode of supporting the boxes C3 for the crank-shaft on the saddle-bracket D,whieh is bolted to the boiler, is shown, as well as the bearings Il?, (having collars 00,) for the divided countershaft II. This counter-shaft His divided in the center and is composed ot' two pieces. Each piece has formed at its end the rings h', adjoining each other in the box H, which affords bearings for the inner ends of this divided eounter-shaft, the collars or rings h working in grooves formed in the box II, so v as to prevent lateral inotion. It can thus be seen that the spur-wheel M on this divided counter-shaft H, which drives the windingdrum, can be driven independently ofthe spurwheel M3,which drives the road-wheels. One wheel may be at rest while the other is working. This bearing II for the ends of the divided counter-shaft H is bolted to the face of the fire-box B3 in the boiler.

In Fig. 3, which is a plan showing the parts, as seen from above, A is the grooved pulley, (shown alsoin Fig. 1,) indicating theposition of the plow-rope a when the double-engine system is employed, the engine being ready to move ahead in a direction of about a right angle to the line of draft as each furrow is conipleted. The various letters indicate the location of the various parts shown in the other figures. The position of the mechanism for operating the friction and positive clutches is also shown, (vide also Fig. 5,) V being the wheel for operating the friction-clutch lever, having bearings for the shaft o on top of the fire-box, V V2 heilig the mitered gear-wheels which move the screw-shaft V3 through the pivoted nut NV on the screw-shaft. By turning the wheel V the screw-shaft moves the end of the lever V, which is pivoted at r on the standard,which is bolted to the saddle-bracket D. The end of this lever V'l is forked and pivoted on trunnions o, formed on a collar on the male clutch N', and adapted to move the male clutch N against the female clutch N, as desired, by moving the wheel V. This forms the friction-clutch, which is used when the engine is on different ground, so as to take any sudden strain off the parts of thc engine when the road-wheels are started to move the en- ICO.

IOS

gine ahead, the positive clutch,which is formed by the lock-bolts O, entering holes n, formed in the female clutch N, as more fully described hereinafter under Fig. 5. When the engine is moving ahead freeiy,the positive clutch may be thrown in and used alone, or it may be used in conjunction with the friction-clutch if so desired.

In Fig. 4, C is the main bearing-piece which forms the cylinder-cover, guide-bars for crosshead, and bearings for crank-shaft. It is supported and attached to the top of boiler or fire' box, as indicated, by brackets 4 and 5.

D is the saddle bracket, preferably of wronghtviron, which is bolted to main bearingpiece C and t-he fire-box B3, and affords bearings H2 for the divided counterfshaft II. The outer dotted circle, x, indicates the position of collar .fc (eide Fig. 2) behind this bracket D, which is shown bolted on the near side of the firebox.

G is the gussetpiece, which is bolted to the inside ofthe saddle-bracket D, on the far side of the fireAboX. The bearing Yfor box of main a-Xle IE on the near side is omitted. The gusset piece G extends downwardly and is bolted to the bearing for main axle E, and is a strength eningpiece. The main support for the bearing E for the main axle is the iron bracket E2, which is bolted to the tirehoXBa, and is shown in dotted lilies as it is on the far side of tire box, holding` the box E in position. The position of these boxes E is more clearly indicated by referring to Fig. 2, cach box being supported by a bracket, E2, bolted to each side of lire box. The saddle bracket D affords bearings for the shaft o, to which the wheelV for operating the frictionelutch is attached. The position of this shaft n on top of the tirebox B3 and under the crank-axle I is also shown. The standard R for the positive and friction clutches is set out at right angles to the saddle-bracket D from one ofthe bolt-holes in the top thereof.

Fig. 5, the detail of the positive and friction clutch, indicates the mode of operation. The standard R, which is made of two pieces of bar-iron, is Vbolted on at right angles to the saddle-bracket D, from one ofthe upper boltholes, (shown in Fig. 4,) and carries pivoted thereon at r and lr the friction clutch lever V* and positive-clutch lever Q for lock-bolts O. The inode of operating the friction-clutch has already been indicated, the male clutch-piece N being forced down into the female clutchpiece N by moving` the pivoted nut )V along the screw-shaft V by revolving the wheel V, (eide also Figs. 3 and 4,) and is released from clutch by revolving the wheel Vin a contrary direction. The positiveclutch lever Q is made 0f two bars bowed out into a circular form near the center and pivoted on the trunnions pi on the movable collar P, which is adapted to slide up and down on the spindle p, formed at the end ofthe crank-shaft l. The rod Tis pivoted at p4 to the leverarm for lock-bolts Q near the handle end thereof, and the other end of the rod T passes through a hole in the saddle-bracket D. At p5 there is a small collar formed on the rod T, against which a halfring, si, formed on the latch S, is adapted to engage when the lock-bolts O are moved out of gear with the holes u in the female clutchpiece N. There is a nut, p6, formed at the inner end of this rod, and a spiral spring, s, has bearings against this nut p, the saddlebracket D beingin eompression,when as shown in this figure, and the lock-bolts O are ont of the holes n in the female elutchpiece. There is also another small spiral spring, s', attached to the latch S near the knob, and to the saddle-bracket D, holding thelatch down against the rod T, and causing it to spring back after being raised. )Vixen it is desired to throw the positive clutch into action, the latch S, which is hinged atsz, is raised up, releasing the collar p5, and the rod T is drawn inwardly by the action of the springs, thus drawing down the handle end of the lever Q, causing the movable collar P to move inwardly. Connected with this collar l? is the head-piece p2, (vide also Fig. 6,) which carries the lockbolts O, the enlarged ends of which are adapted to move through recesses formed in the female clutch-piece N. As the male clutch-piece N is keyed onto the crank-shaft I and pai-takes of its motion, when the lever-arm Q is drawn inwardly by releasing the spring s when the latch S is raised, the loekbolts O are shot into the holes a, formed in the bottom of the female clutch-piece N, and grip it. On the bottoni of the Afemale clutch-piece N is formed the pinion N2, which thus partakes ofthe motion of the male clutclrpiece N, and actuatcs the driving-gear for the roadwheels.

When it is desired to disengage the positive clutch, the latch S is slightly raised and the handle h on the lever Q is pushed ont. Then the collarp5 has passed outside the latch S, the said latch is dropped and engages by the action of t-hc springs s s with the eollarp5 011 the rod "I, holding the positive clutch in position out of gear. The mode of action of the fric' tioncluch operated by the lever-arm lV, which is moved by the action of the screw-shaft V3, being sufiiciently apparent from what has been already specified, need not further be enlarged on.

Fig. nbeinga top view of pai-tof the clutching apparatus, t-he different letters indicate the position of the several paris.

When the double-engine system of steamplowing is utilized, the grooved pulley A, located under the boiler, serves lo direct the draftrope a to the plow in the required direction, the engine being caused to move forward as each furrow is completed.

By my improvements in gearing and attachments the stealnplow engine may he utilized in another and novel manner, so as to secure direct tract-ion, as follows: The rope being wound on the drum and the end of it attached to the plow, the engine may be moved ahead, leaving the plow stationary, the rope nnwind- IIS ing from the drum as the engine advances, and l'or the purpose of regulating the speed with which the rope is unwound a frictionbrake may be applied to the windingdrum. /Vhen the engi nearrives atasuitable place and on firm ground and is then fixed iirrnly in position, the pinion-w h eel on the crankshaft maybe thrown into gear with the gearing which aetuates the winding drum, the rope wound up by the power ofthe engine, and the plow drawn up to it. The engine may then again advance as before and repeat the operation. The winding-drum being on the same axle as the roadl wheels, secures great rigidity and strength for my steam-plow, besides rendering it possible to dispense with a large amount of expensive gearing, which is necessary when the windingdrum is placed, as is usually the ease, under the boiler ofthe engine, the multiplication of the old style of gearing causing loss ofvpower, weakness, liability to accidents, and considerable expense.

What l claim as my invention is- 1. The combination, with the main axle E and the hub L, keyed thereto, ofthe windingdrum L, rotatable on said hub, the crankshaft I, thepinion F thereon, and an operative connection between said pinion and d rn m, substantially as described.

2. The combination of the hub L, keyed to the main axle E and having holcsl formed therein to receive bolt-pin K2, road-wheel K, and the winding-drum L, having lianges z formed on its hub, andthe driving gear-wheel L2, driven by gearing actuated by the pinionwheel F, keyed to the crank axle I, substantially as specified.

3. The combination ofthe hub L, keyed to the main axle E, having bearings E', holes Z, formed in hub L', bolt-pin K2, road-wheel K, and the windingdrum L, the driving gearwheel L, the pinion-wheel M, formed on spurwheel M, the divided counter-shaft II, the

' pinion-wheel F, and crank-axle I, substantially as described and specified.

4. The combination ofthe hub L, keyed to the main axle E, the winding drum L, driving gear-wheel L2, pinion-wheel M', formed on spur-Wheel M, the divided counter-shaft H, and the pinion-wheel F, secured to the crankaxle I and adapted to be thrown into and out of gear with the spur-wheel M on divided countershaft by lheshifting-lever F',substan tially as specified.

5. The combination of the pinion-wheel N2, adapted to be clutched so as to partake of the motion ofthe crank-axle I, the spur-wheel Mi on the divided cou1'1tersl1at't, thepinion I, driving gear-wheel J, road-wheel K3 on the main axle E, and the pin K, passing through a hole in the hub of the driving gear-wheel J, substan tially as specilied.

f 6. The combination of the pinion-wheel N2, the clutch N N, crank-axle I, the actuatinggear, the road-wheel K3, pin K2, main axle E, the drum L, keyed to the main axle and having holes Z, and the pin K2, which passes through the hub K of the wheel K, substantially as specified.

7. The combination of the main bearingpiece C, formed on the head of the cylinder and rigidly attached to the {ire-box, having gnidebars for the cross-head of piston-shaft and bearing for crank-axle I, formed thereon, the saddle-bracket D, alfording bearings for the divided counter-shaft II, the gusset-piece G, and the bearing E', main axle E, and bracket E2, substantially as specified.

8. The combination, with the female clntch piece N and the pinion N2, which actuates driving-gear for road Wheels, of the male el atcb-piece i pivotall y attached to the lever V", which is pivoted 011 the standard R, suitably supported on machine, the .pivoted nut W, screw-shaft V, adapted to be actuated by niitered gearing V and V2, and rod o, which is also adapted to revolve in suitable bearings formed in the lire-box, substantially as specified.

9. The combination, with the rod T, pivotally connected to the handle end, of positiveclutch lever Q, lock-bolts O, the eollarsp5 and p formed on said rod, the spring sand spring s', having suitable bearings, and the hinged latch S, having half-collar s formed thereon and adapted to engage With the eollarp5 formed on rod when thelock-bolts are disengaged from the female elutelrpieee N, substantially as specified.

10. The combination, with the rod T, pivotally connected to the handle end, ofthe positive-clutch lever Q, lock-bolts O, clutch-piece N, with holes formed therein, and the spring s, having suitable bearings on the end of said rod and body of the niachhine, and adapted to throw the lock-bolts O into the holes u, formed in the base of the female clutch-piece N, when the hinged latch S is raised from the collar p5, so as to release said spring s while the male cl utcl1-piece N is revolving on the crank-shaft I, to which it is rigidly attached, substantially as specied.

11. A steam-plow in which the windingdrum which operates the plow is adapted to revolve on a hub formed on the main axle for road-wheels and contiguous to one of said wheels and operated independently of said road-wheels by suitable gearing driven by the crank-axle, in combination with a grooved pulley placed near to and in front ofthe firebox and immediately under the boiler of the engine, and over which grooved pulley the rope to the plow from the winding -drum passes, substantially as described, and for the purpose specified.

Toronto, July 12, 1887.

GEORGE W1 MORRIS.

In presence of- Otras. B. VA'rfrs,

Roer. BURBIDGE, JOHN G. RIDOUT.

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