US822684A - Lubricating-pump for locomotive-engines. - Google Patents

Description

PATENTBD JEINE 5, 1906.

J. F. MOO/ANNA. I LUBRIGATING PUMP FOR LOGOMOTIVE ENGINES.

APPLICATION FILED JULY 28.1900.

3 SHEETS-SHEET 1.

' [77 v? (of; 17677 6 a 2711a;

PATENTED JUNE 5, 1906.

J. P. MGOANNA. LUBRIOATING PUMP FOR LOGOMOTIVE ENGINES.

APPLICATION FILED JULY 28.1900.

3 SHEETS-SHEET 2.

J w w K u v0 1 D M J/m m6,

PATENTED JUNE 5, 1906.

. J. F. MOCANNA. LUBRIOAIING PUMP POR LOOOMOTIVE ENGINES.

3 SHEETS-SHEET 3 APPLICATION FILED JULY 28.1900.

,iunmulllllw lim ll I J 6 J J W 76/2 22 Gav/ta, WWW m W8 tive-engines, however, the cup and pum'pfaie UN T D; f eruns JOHN F. MCcANNafoi CHICAQQ; L am see,

.ILLINOIS. r

1 Specificatgloh-otLettez-ii Patent. I v

L uanlcsrme-hums eon tooomorlvz ewemssl'* a 1 se was as:

v Original application flied Tannery 6,1900, s erial llo 645 I Div ided tlilaapplieationfiled JulyfigllhlOi i-flerial ITO-25,167.

T0 at whom it may concern: V l

Be it knownthat I, JOHN F MCCANNA, a resident of Chicago, in the county of Cook and State of Illinois,.have invented certain new and useful Improvements in Lubricate. ing-Pump's for Locomotive-Engines, of

the following is a specification. My invention relates to a newandns'eful system of mechanism for lubricating by force-feed pumps the stearn-cylinders and other parts of locomotive-enginesfwhere certain and accurate lubrication isbf the u-n-' most importance in keeping up the speed and. efiiciency of the engine and preventing undue Wear of the reciprocating parts.- l 3 The lubrication of stationary engine force-feed pumps has been practical 'aco mplished for many years b the sump oym'ent of combined umps and oi -cups, o'nefoi part to be In ricated and driven directly by the moving parts; but so far asI am aware such a force-feed system has never been suc' cessfully applied to locomotive-engines rior to my present invention. As they have can hitherto lubricated in practice the oil flowed from the reservoir-in the cab down into the steam-cylinders by gravity, being admitted with the steam, and when the engine'sto ped it was necessary to operate shut-off coclis to stop the flow of the oil, otherwise the entire. supply would flow'into the cylinders when the engine stopped, as it descended fasten, than when theengine was in motiomas it did not have to'enter the cylinder against stearn pressure. The lubrication of locomotivefen gines in the same manner asthe stationary engines by using a combined cupand pump upon each steam-cylinder or other parts to be lubrioatedhas been tried, but has been'a 9 failure becaues different conditions are pres ent than those which are found'in connection j with stationary engines which are housed from the Weather and run normally against j uniform loads, whereas locoinofive-engines' are'fre'quently run by th'eload, as on down-- grades. With this arrangementinT-loconui exposed to the wea'then-a'ndin thewinter the" oil in the cups becomescongealed, so'tha 't will not new aiidfmoreove'r, the engineer dd' ing the time the train is in motion sometimes for an hour or more without stoppingcan'j neither see how the lubrication is being Effect? as is necessary with the change of work occa the cab, with a delivery- ,notonly rn'al'o. the rate cffeed of I adjustable to-zvary thefquantity' thati's fed for the pumps so that thefii can-be adjusted steam-cyhn e rep a ing liibricating'th ed nor. can he change therate 'of'lubrication,

'55 sioned by passing from upgrades to downgrades,"and vice versa. v a y In my presentinventi'on'l overcome. all these difficulties by ;iriangi11g a reservoir in p ipepassing to each. of the pumps of which t -ere s, one for-each part to beilibricated and actuated by its own moving part,- so that it is lubricated only when funnin and at a rate corresponding to its s eedg- '10- enable the engineer to see at 55 all times how the pump is o erating, l pro- 1 wide in'connection witheac I pump a feed- .;test' located in the cab, and in order to enable hini to supply the oil iii-quantities as'needed t eahi part {to be lubricated pxre'ferably opumps while 0 crating at a given rate of speedybut I may a so-arrange the actuating connections 1 by the engineer from the ca while the engine, is running so as to enable to vary the rate of feed at will independentlyof the-speed of the engine ,',as may he necessarylto furnish more lubrication when the loadisheavy, as 3k u von an upgrade, or to the me nt w en the load is light, as e d w d J 1 preferably alsojarrangre the" actuation of the pumps for the driving-cylinders so that the rate of feed ,willj-bevari'ed automatically, as a; greater o'r'less amount" of'steam is admitted to the cylinders to t en-eat a aaut'oniatically whedthe lideisg ven a long a stroke an pull a greater or lesslo'ad" u b cant being lncreas'e wise di nished' proportion air-pressure from the aii'pump," so,|that serves as an cator always ln'sight of-th engineer'a a Jacent toeaeh u Q h iteatter so tha weather to prevent any ossible failure of the pump by reason of the oi becomingcongealed therein. 7 i

My invention furthermore consists of certain combinations, of instrumentalities and details of construction, all as will be hereinafter fully described, and specifically pointed out in detail in the claims. Referring now to the accompanying sheets of drawings, in which the same reference characters designate identical parts in all the figures, Figure 1 is a,side elevation of an en- ,gine equi ped with my lubricating system, a ,iibrtion o the cab being broken away to dis r 5, close the arrangement of the parts. Fig. 2 is a rear elevation of a portion of the top of the I boiler, showing the location of the reservoir, .-the ,lubricating-puni s for the air-pump, and

- the arrangement 0 the pipe connections. Fig. 3 is a detail in section on the line A A of Fig. 1, but on a larger scale. Fig. 4 is a detail in section on the line B B of Fig. 3 on a still lar er'scale. Fi 5 is a detailin section on the ins C O of ig. 1, but showing the 2 5 other side of the engine. Fig. 6 is a central v sectional view through one of the lubricating-pumps for the driving-cylinders. Fig. 7 is a plan view of the same. Fig. 8 is a front elevation, partly in section, of the reservoir and its sight-feed attachments in the cab..

Fig. 9 isa front elevation of the lubricatingpumps for the air-pump steam-cylinder and' the air-pump. Fig.10 is a central sectional view of the same'on the line D D of Fig. 11.

5 Fig. 11 is a lan view of the same in section 1 on the line E of Fig. 9. Fig. 12 is a side elevation of the same 1n section on the line F F of Fig. 9, and Fi 13 is a central longitudinal section of one o the vacuum-valves.

o Before describing the specific construction of the various mechanisms making up the system which are illustrated in detail in Figs. .6 to 13, I will describe the general constructionand arrangement 'of the parts and 5 their connections, as shown in Fi s. 1-to 5.

Inillustratin' my invention I ave shown my system app ied to the lubrication of the two driving steam-cylinders l, the air-pump steam-cylinder 2, and the air-pump 3. As a' single kind of oil is used for lubricating all three of the steam-cylinders, I referably employ a reservoir 4, common to a l of them,

which is conveniently su portedin the position shown in Figs. 1 ant 2 by the bracket 5,

prog'ectin g upward from the rear end of the oi er hrec feed-test mechanisms 6, 7,

I and 8 are connected to the reservoir through the inediun'i of the valves 9, 10-, and ll,which control the entrance of the oil to the. supply- 6o ipes l2, l3, and 14, whichl'ead to the umps or the left and right hand driving-cylinders 1 and the air-pump steam-cylinder 2, res ecti vely. Shut-off cocks 15 are placed int ese pipes leadin to the reservoir, for a urpose' es'to be descri 'd.. The pipes 12 an 13, or

continuations thereof, enter into thejacket of the engine next to the boiler, as seen at 15 and 16, and thence pass'forward and downward to the point 17 where they emerge from the jacket and pass, as directly as may be, to the pumps 18 and 19, respectively, which are secured'against the rear ends of v the steam-chests of their respective cylinders 1. Each of'these pumps is given an im- 'ulse at each reci rocation of the slide-valve y means of are 20, which is connected at one end to the slide-valve rocker-arm 21 and at the other end to the actuating-arm 22 of the pump, which arm is thus reciprocated at each stroke of the driving-pistons and by the mechanism to be subsequentl described slowly but regularly operates the ump to draw oil from the supply-pipe an force it through the discharge-pipes 23 and past the vacuum-valve 24 into the steam-chest of its cylinder. Thisvacuum-valve, which will be more fully described hereinafter, consists of a valve controlled, preferably, by a s ring so adjusted as to permit the passage 0 the oil oniy toward the cylinder and that only under heavy pressure, the object of its employment bein to prevent the oil from thereservoir, whic being located in the cab is so much higher than the oint of delivery, from v flowing down by hy rostatic pressure and 5 vents the sucking of the lubricatin -oil into-10o the cylinder that takes place when the steam is shut oil, as this suction is not strong enough to overcome the pressure of the controllingring in the vacuum-valve, and by the 'e'mp oyment of the force-feed pump I 10 5 can overcome any resistance that may be required in the vacuum-valve.

As will be more fully hereinafter described, the pumps 18 and 19 are provided with pistons'which are reciprocated at a rate of speed r10 varyingdirectly with the speed of the engine, but the connections for which are adjustable so that the length of stroke of the piston can be varied alt will to pump greater or lesser amountsof oil at a certain rate-of speed-of the engine. By adjustingjthe valves 9, 10,

and'll the oil supplied to each of the pumps can be drawnfrom the feed-test mechanisms 6,

7 and 8, so that the engineer can at any time observe the rate of feed of the pur rli p without r z'o leavin his'position in the cab. erateof feed 0 the pumps as controlled by the length of stroke of the piston can o course be ehangetlto suit the ideas of different engineers as'to the amount oflubrication required. I 2 5 while running under ordinary circumstances;

but after it is once set the amount of lubrication relative to the speed of the engine, irreslipective of the load, should not be changedh owever, it is desirable that the engineer 1 o may be able to materially increase at will the amount of work to be done as the engineer, amount of lubrication with an increase of adjusts the reversing-lever for greater or less load, as a heavier grade isencduntered or to uantities of steam to be admitted to the I diminish the amount correspondingly when a riving-cylinders. The method of control- 15 downgrade is struck and the work of the enling the amount f steam thus admitted b 70 'gi'ne'is reduced. To effect this change from the link-motion valve mechanism is wel the cab While the engine is running, I pivot in known and need not be here explained furone side of the cab, preferably to the side of ther than to saythat when the load is light the boiler, the hand -lever 25, which may co the slide-valve is arranged so as to have but a io-operate witha graduated segment'26 in the slight reciprocation, shutting off the steam 75 customary manner to indicate the different shortly after it starts the piston in either dirates of feed, depending u on the osition of rection, whereas when the load is heavy the the lever. The lower en of this ever 25 is valve has a longer reciprocation, not cutting connected by a rod 26 with the arm 27,which off the steam until the piston is substantially "r 5 is secured to a rock-shaft 28, mounted in bearat the end of its throw. As the length of the 80 mgs '29 and extending beneath the engine, reciprocation of the slide-valve is controlled and having the horizontal arms .30, secured by the amount of movement given to the at either end thereof, which arms have piv rocker-arm 21,it'will be apparent that when oted to their outer ends the connecting-rods the load is light and the rocker-arm is moving "2o 31, the lower ends of which are pivotally sethrough a very small angle the rod'20 will be 85 cured upon the wrist-pins 32, projecting ingiven but a slight movement, and consewardly from the blocks 34, which are mountquently the pumps 18 and 19 will be operated ed to slide freel upon the substantially .vermore slowly than if the load is heavy and the tical links 35, w 'ch are securedsubstantially rocker-arm is moving through a larger angle 25 parallel to the rocker-arms 21 by means of and therod 20 is givena longer reciprocation. 9o

1 the lugs 36 and 37, projecting forwardly For engines which are employed in latitherefrom. Thelu s 36 and 37 are provided tudes where extremely cold weather prevails with suitable apert res, (not shown,) through at any time of the year I preferably employ which the links 35 pass-and which are rigidly means for heating the pumps 18 and 19, and

8 secured therein-bymeahs of set-screws or 1n this is conveniently accomplished by leading any other desired way. Each block 34 has a small steam-pipe 40 from the exhaust-port the aperture 38 therein, through which its to a steam-pocket 41, arranged between the link 35 passes, and it is also provided with end of the pump and the steam-chest to I the apertured ear's39, in which the end of the which it is secured. The details of the con- 35 rod is pivoted. By the construction herestruction of this )ocket 41 are shown and 100 in described it will be seen that as the lever will be described in connectionwith the deis swung-in either direction the shaft 28 tailed description of the pump. A small will be rocked and its arms will thereby pipe 42 leads from this pocket and opens into raise or lower the rods 31, which in turn will the smoke-box of the engine, as at 43, so that raise or lower the sliding blocks 34 upon the a portion of the exhaust-steam passing 1o5 links 35,thusbringingtheseblocksand thepivthrough this pocket will keep it thoroughly votal point of therod Z0 fartherfromor nearer heated, and its proximity to the pump will to the axis of therocker-arm 21,thusincreasrevent the'temperature in the pump from ing or diminishing thelength of throw given to i allin low enough to cause the oil to be con- 45 the rod 20 and the consequent movement of g theactuating-arm 22 for the pumps 18 and 19. 12 and 13 in passing from the cab to the If the blocks 34 are dropped down to their pumps are carried, so far as possible, beneath lowermost position in line with the axis of the the jacket of the boiler, as to keep the temrocker-arm2l, it will be ap arent that the perature thereof up in spite of cold weather.

5o lubrication will cease entire As will be As will be seen from Figs. 1 and 5, the por- 1r 5 hereinafter ex lained, the amount of actuations of the pipes 12 and 13 extending from tion given to t e pumps at each movement of thejacket to the pum|ps are immediately adthe rocker-arm21 will vary proportionately, jac'ent the pipes 42, so that both of them can and by .means of the mechanism just debe wrapped or incased by the same heat-re- 5 5 scribed the engineer has at his hand means taining packing, and the exhaust-steam in 120 l for instantly and simultaneously either shutthe pipe 42 thus serves to keep the oil in the ting ofi', diminishing, or increasing very'mapipes 12 and 13 from becoming congealed terially the amount of lubrication applied to 'while passing from the jacket of the engine to the drivingcylinders 1, as may be necessithe pumps, tated by the different changes in the work re- To provide'for any accidental breakage of r 2 5 uircd from the engine. 7 v the pumps 18 and 1!) or failure to operate \Vith the construction and mechanism from any reason, I provide an auxiliary pipe herein shown I have also provided means for 44, openinginto the pipes 12 and 13 a short automatically increasing vor diminishing the distance from where they emerge from the 6 5 amount of lubrication to correspond with the jacket and leading tothe tops of the steameale As previously mentioned, the pipes I 10 l '7" V I chests and opening into them the same as the ordinary lubricators. The connection of the branch pipe 44 with the pipes 12'and 13 is furnished with a three-way cook 45, so that it can be turned wheh the pump is in use so that none of the oil can pass from the pipes 12 or 13 into the pipe 44, but which can also be turned in case of failure of the pump so that the oil passes from the pipe 12 into the auxiliary pipe 44 and not through the pump."

If this auxiliary feed ever becomes necessary,

the.cocks 1'5, previously referred to in connection with the reservoir, can be brought into use when the engine is stopped to pre- 15" vent the hydrostatic flow of the oilfrom the reservoir into the cylinder.

The pipe 14, which furnishes the oil for the air-pump steam-cylinder, is connected to the pump 46, which is located'in the cab not far 2 from the reservoir in the position-shown, and

, this pump 46, which will be described in de tail hereinafter, is operated by air-pressure coming from the airpump 3 through the pipe 47 to the actuating mechanism of the pump. The" discharge-pipe 48, leading from the pump 46, opens through the medium of a vacuum valve 24 into the steam-pipe 49,

, which carries the steam to the air-pump steam-cylinder 2. As'the oil is forcedby this'pump throu h the vacuum-valve 24, which is ei nplove for the same purpose as in I connection with thedriving-cylinders, it enters the tube 49 and is carried down by the 5 steam and 'e nters the cylinder 2 to lubricate 3 5 it in the customary manner. As the pump 46is actuated by the 'air-pump 3 the actuating mechanism of the pump 46' not only serves to pump oil to the cylinder 2 and'the 5o pump 46 and a discharge-pipe 52 leads from said pump to the air-pipe 47, into-which it opens by the vacuum-valve 24", used for the same purposes as in case of the -vacuum valves upon the steam-cylinders. The lubricating-oil from the air-pump is thus forced into the pipe 47 at a, rate of speed corresponding to that of the movement of the air-pump, and the oil being forced into the pipe 47 runs down by gravity into the air-pump 3 to lubricate' the same, its flow not being in the least interrupted by the pulsations of air in the'tube 47. i

From the description of the general construction and operation of the system here-v tofore given it will be seen 'that 'I have proaperture 65 directl vided certain and efficient-means for lubri eating the various parts of the engine and auxiliaries, all: of which are entirely' under'j the control of theengineer atcall times and which can be'varied within the widest ranges 7o necessary. The'general arrangement of the .parts and their connections having been described, I will now describe thedetails of the I reservoir 4 and its associated parts and the pumps 18 and 19 and46. 1 I Referring now to theEreservoi'r 4, which, to-

gether with its connections, is shown in Fig. 8,

I will briefly describe the construction and operation of the same,it being substantially the same as the cup showniand'described in 30 detail and claimed in my' application Serial No. 545, filed January 6, 1900. The body of thecup, as shown, is preferabl of a cylindrical shape and is provided wit the removable cap 53, by which it is filled. The bottom 54 has secured therein by any desired means a number of cross-shaped pieces 55, having the vertical channels 56. extending therethrough and opening intothe cup, as well as the horizontal channels 57, the inner ends of which arecl'osed, as seen at 58. Of course it will be understood-that these pieces 55 might be formed integrally with the bot tom piece 54 and the cross-shaped design thereof abandoned, except for the interSecting channels 56 and 57. The sup ly-pipes 12, 13, and .14 are preferably screws into the bottom of these cross-pieces, and the channels 57 are each provided with the sliding horizontal tubularmember 59,1 filling said 00 channel and having its outer end turned up- 7 ward, as at.60, and with the interior'shoulder 61, u on which the gage-glass 62-is seated, and t e screw-threaded exterior by which the slotted graduated'gage-tube casing 63 issecured in place. The horizontal portion 59 has the aperture 64 in its upper side and the beneath it," both 'nor mally registering with the channel 56. Another aperture 66 is located in the bottom 1 0 side in suitable position toregister with the channel 56 when thetubular member '59 is drawn outfar enough to bring the openings 64 and 65 out of re istrationwith said channel, movement to t List extent being allowed, I 5 but the complete withdrawal prevented by the screw 67, arranged in the top'of the crossiece and taking into the elongated slot 68, ibrmed in the top of the member 59. When the parts arejn the adjustment of Fig. 8, it n will be apparent; that the oil flows into the pipe 13 freely from both the reservoir and the gage 8, but when the gage is drawn out to its (lOtted-llnfl position the apertures 64 and 6b being out of register-with the channel 1 25 56 and the aperture 66 being in register with said, channel the oil will be pumped only mg graduated to indicate drops, the engi- 3 saaese neer by adjustment of the desired valve 9, '10, or 11 can readily ascertain the rate of lubrication caused by either one of the pumps. The pumps 18 and 19 are illustratedin detail in Figs. 6 and7; but for a fullcrdisclosure and a more extended description oi thc same reference is had to my application berial No.

18,054, filed May 20, 1900, which shows the details of construction thereof except the steam-pocket, which has been added. The

framework 69 of the pump is of a generally rectangular shape, its various sides being preterably integral, except that the end70 and the top 71 are preferably'formed of sheet metal, making a cover that is hinged to the main casing at 72 and which is conveniently secured in place by a set-screw 73 passing through an aperture in the top part 71 and into a lug 74, formed on the barrel 75 of the pump, A block 76 extends from one side of the casing to the other and has the channel 77 passing therethrough, one end of which is closed by a screw-threaded plug 78,while the other end has the screw-threaded ends 79 of 'thepipe 12 or 13, as the case may be, this arrangement of the channel being employed so thatthe pumpwillbe adapted to cooperate with either side of the engine by merely changing the position of the plug and )ipo. The barrel 75 of the pump contains thei zontal cylindrical channel 80, within which the piston 81 reciprocates, and has the outer end thereof closed by the customary stullinge box construction 82. This barrel has its inner end secured upon the top of the block 76, between it and the piece 83, the block 76, barrel 75, and piece 83 all being secured together; by the bolts 84, which pass througl': the two upper parts and into the block 76. A small vertical channel 85 leads from the channel '77 to the top of the block 76, and u on the seat thus formed is placed the ball 0 eck-valve 86, which is held in place in the pocket 87, formed in the under side of the arrel 75-, apertures 88 leading from the pocket 87 to' the horizontal channel 80. A short vertical channel 89 leads from the horizontal channel 80 to the top of the barrel 75, and resting u on the seat; thus formed is the ball-check-va V0 90, which is held in place in the pocket 91, formed on the under side of 1 the piece 83, thepocket-91 having the vertical channel 92 opening into it, which channel 92 in turn opensint-o the discharge-pipe 23. It will b e a parent from the structure herein disclosed t' 121005 the piston '81 is reciprocated the oil will be drawn from the channel 77 and forced out through the dischargepipe 23 at a rate depending upon the irequency of movement of the piston and the length of its stroke. For reciprocating the piston at the desired rate of speed l provide the shatt'93, which. is. mounted in bearings formed iii-theabulnicnts 94, extending from 65 the sides and endofxthe casing 09. This shaft is preferably reduced eccentric-ally, as at 95, and has cooperating therewith the pieces or bearing-blocks 96, which are held together by the elongated rectangular aperture in the yoke 97, which is pivoted on the rod or shat t 98, passing-through the casing at the lower side thereof. For convenience o1" assembling the parts the yoke 97 is preferably constructed so that one side thereof is formed by the detachable piece 99, which is secured to the body of the yoke by the screws 100. The outer scr w-threaded end of the piston 81 passes through the aperture 101, formed in the upper end of the yoke, and the projection or nut 102 on the inner side of the yoke and the nut 103, secured by the locknut 104, serve to form the necessary movable abutn'ients by which the length of throw of the piston can be accurately regulated, as it will be apparent that the closer the/nut 103 is brought to the abutment or lug 102 the greater the portion ofthe swing of the yoke 97 utilized and the greater the rate of feed. By setting the nut 103 su'lliciently far away the pump can be thrown completely out of action, if desired The shaft 93 is provided with clutch mechanism 105, whichmay be of any desired form, but which is preferably like that shown inmy Patent No. 648,620, dated May 1, 1.900, and by means of this clutch mechanism 105 the reciprocation of the arm 22, which is preferably secured integrally to the disk 106, which is rotatably mounted on the reduced outer end of the shaft 93, will be transmitted to said shait--i. e., as the arm 22 is reci rocated its movement in one 'direc tion will lie imparted'to the shaft 93, soas to give it an intermittent rotation in that direction. As the shifting of the position of the block 34 on the rod 35 varies the length of throw of the arm 22, it will be apparent that the rate of feed of the pump Wlll be varied by said adjustment.

Referring now to the pump 46, which is illustrated in detail in Figs. 9 to 12, the cas'ng 107 thereol is in the form of a hollow body, open at its ends, and this casing has secured at the upper left-hand corner thereof the small air-cylinder 108, which is joined by the connection 109 to the end of the pipe 47, previously referred to as leading to and opening into the air-pun: p 3. As the p ston of the airpump reciprocatcs it will be apparent that the air in the tube 47 will be alternately compressed and released, and the increased pressure tnmsmztted to the piston 110 m the aircylmdcr 108 Wlll cause it to be moved to its dotted-line position, and the shoulder 111 bci tween it and its reduced portion 112, cooperating with the slotted lever 113, through which said reduced portion 112 passes, will cause said lever 113 to be swung about its bearing on the outer end of'the shaft 114. against the stress of the hclically coiled spring 115, secured at one end .to the upper sea,

the lug 1.16, projecting upwardly from the top of the cylinder 108. The outer end of the v 118 and the jam-nut 119 on the screw-thre adably-provide the spring-pressed plunger 122,

- shaped head 124, whose inner face takes hold it by friction from any accidental movetion confines tho cross-head between the the rate of pumping, as may be required for formed in the top-of the barrels 142, of the the ratchet-wheel 120 is advanced a distance reduced portion 112 passesthrough the bearl ing-lug 117, secured upon the front of the casing in the position shown, and which serves to, limit the throw of the lever 113. The nut ed outer end of the reduced portion 112 serve to control the position of the piston 110 and the consequent possible length of its throw under the impulse of the compressed air. The lever 113 has loosely pivoted thereon the dog 120, whose nose en ages the teeth of the ratchet-wheel 121., whic 1 is rigidly secured by any desired means upon the outer end of the shaft 114, so that as the piston 110 is moved corresponding to the length of movement of the piston. To prevent any possible overthrow of the ratchet-wheel, owing to the sudden impulse given it by the piston, I prefermounted in th socket 123 secured upon the face of the casing 107 and having the crescent against the periphery of the ratchet-wheel to ment. The shaft 114 has rigidly secured upon it, inside of the casing 107, as by the screw 125, a sleeve 126, which has centrally located thereon an. eccentric disk 127, which is inside of the yoke 128', which is secured to a rod 129, mounted to slide in the elongated bearing 130, provided in the top of the easing, he yoke 128 is also preferably provi ed with the extension 131,'passi1 1g through an aperture 132 in the bottom of the casing, and thus furnishing an additional guide for the recipro ating rod 129." This rod 129 is provided with a cross-head 133, secured in. positionby any suitable means, such as the screwtlu'eaded cap 134, which when in posishoulder 135 on the rod 129 and the lower end of said ca The ends of the cross-head 133 are provii ed with the apertures 136, through which pass the piston-rods 137, which are provided with the abutments 138, secured beneath the cross-head, and preferably taking the form of nuts and with the adjustable abutments, such as the set-nuts139, above the cross-head, which are held in their adjustcd position. by the ja1n-nuts 140. By ad justing the nuts 139 nearer to or farther from the abutments 138 it will be apparent that a greater or less portion of the longitudinal movement of the rod 129, caused by'the rotation of the shaft 114, will be imparted to the pistons 137, and that each of them can be ad justed independently of the other to regulate the different parts to be lubricated. The pistons 137 pass through the stuffing-boxes 141,

I pumps 143. These pumps are provided with the cylindrical body portions 144, which are connected with the barrels by the channeled cross-pieces 145 and are preferably provided with the exterior flanges 146, which connect the barrel and the body portion and which extend outside of these portions sufficiently to form a flange which rests upon the edges of the apertures 147, formed in'the top of the casing and of the shape and size to permit the passage of the pumps, which are preferably secured in place by the screws 148,passing through the webs 147 and into the top of the casing 107 The bodies 144 of the pumps have the connections 149 screwed into the lower end thereof, and the shoulders formed by the upper ends of these connections, together with t e reduced bore thereof, as compared with the bore of the body portionof the pumps, serves as a seat for the ball checkvalves 150. The connections 149 have the pipes 151 screwed into their lower ends, and

these right and left hand'pipes' are respectively connected to the suppl - tubes 14 and 51, previously referred to. he body portions 144 of the pumpsihave the contracted portions inthelr channels above the horizontal channels 145, which furnish the seats 152 for the ball check'v'alves 153. These checkvalves are held in place by the ends of the connections 154, screwed into the top of the body portions of the pumps, and these con nections 1.54 support the check-valve lugs .155, the construction and operation of which are clearly apparent from the drawin s. th the constructions herein shown it wi l he evident that as the piston 110 is reciprocated by the impulses from the air-pump the sliding shaft 129 will be slowly reciprocated, and the desiredv portion of its movement will be transferred to the pumps 143, which will pump the oil from the reservoir 4 to the air-pump end of the horizontal portion 159. of the T- 'shaped body of the valve. A nut 160, 0065p steam-cylinder 2 and from the reservoir 50 to 12-0.- flange 158, whichtakes against the left-hand crating with the screw-threaded outer end of the part 159, clamps thepipe' to the valve. The horizontal body portion 159-has the duced at itsleftand end, and-has the inclined shoulder 161 connecting the reduced with the enlarged portions arrangedto' form,

channel extendin therethrough,'whieh-is re- 1 the valve-seat for the valve 162, which cooperate's therewith, it preferably being pro vided with the angular stem 163, pro ecting toward the tube to which it is connected, as well as with the circular stem 164, projecting in the other direction. This circular stem 164 is surrounded by the helically-coiled extween the shoulder between the valve and the stem and the screwplug 166, which is of the shape shown in cross-section and which has the channel 167 therein to accommodate the movement of the stem 164 as the valve is unseated by the pressure of the oil passing it. The amount of tension upon the valve 162 is regulated by the strength of the spring, which is at least enough to give a pressureof fifteen pounds to the s uare inch necessary to-overeome the possib e suction of the steam-cylinder pistons when the steam is cut off. The vertical portion 1680f the body of the valve is provided wth the vertical chan- .nel 169, connecting the horizontal channel with thescrew-threaded opening 170, by which the vacuum-valve is secured to the pipe into which the oil is discharged.

The details of the steam-poeket construction are shown in Figs. 6 and 7 Where it will be seen that the pockets 41 consist of hollow rectangular boxes adapted to be bolted between the end of the pump and the steam-- chest by the bolts 171, which pass through the lugs 172, projecting from the side of the casing of the pump, through the lugs 173, projecting from the sides of the pocket lilil,

1e pipe 4 0 leads from the exhau st-port and opens into the bottom ofthe pocket, as seen in Fig. 6, while the pipe 42, leading therefrom, o Jens into the pocket at the lower portion 0' the side of the pocket adjacent to the smoke-box.

From a consideration of the details of the "foregoing system it will be apparent that the rate of lubrication of the parts is completely under the control of the engineer and that it can be observed and controlled by him from his seat in the cab, so that he is in complete control of the lubrication even when theengine is moving at its greatest speed. The first factor in controlling the rate of lubrication is of course the s eed of the engine or the part to be lubricated, and this is ordinarily varied automatically as it is needed, the

greater the speed the greater the lubrication required, The second factor is the length of reciprocation given to the piston of each-of the pumps as they are operated. This is not automatic; but each pump must be set While the engine is at rest and can be varied from a I short stroke discharging onefiftieth of a drop of oil to a 1on one discharging five or' third factor is the adjustmore drops. The ment of the reversing-lever to control the amount of steam admitted t ojthe cylinders. Y and-while-the amount of steam thus admit:

' tion, Sen

reservoir located ted is under the dontrol of the engineer'the.

pumps are adjusted automatically in a di-i rect ratio with the adjustment of the reversing-lever. The fourth and last factor is the position of the block 34 upon the rod 35, and

this, as, before stated, is entirely and at all times under the control of the engineer.

panding spring 165, which is confined beeration of my improved lubricating system is The general construction andmode of opapparent from the foregoing description, and I have found by actual experiment that the lubrication'provided thereby for locomotiveengines is in every way more certain, regular, and satisfactory than in the systems pre viously in use and that it saves at least slxty ing to approximately fifteen per cent., occurs in the running of enginesin which my-lubricatin system is employed. I have 'also a foun by actual tests with a dynanlomleter that there is an increase in efficiency as meas? ured by the load that can be pulled of eigha een per cent. resulting from the employreat an increase in efficiency is doubtless ound m the fact that when an engine moves slowly, as in starting 01' upon an upgrade, a

very considerable percentage ofv the powercoming the friction of the pistons in the cylment of my system. The reason for so 9'5 available at suchslow speeds is used in overinders, and any reduction of this friction by superior lubrication becomes ivery material at such speeds, while of the power available at high speeds only a small percentageis necessary to overcome this friction.

While I have shown my invention as cmbodied in the form-which'l at present 'col'lsider best ada ted to carry out its purposes, it will be un erstood ,that it is'capa ple of wide modifications and that 1 do notdesiro to be limited in the interpretation of the fol lowing claims except as may be necessitated by the state of the art I y This application is a' division-of applicaa No. 545, filed bymeJahuaTyG,

. What I claimas new, and desire to seeuilcby Letters Patent of the United States, is-,,-

locomotive-engines, the combination with'a reservo r located 111 the cab ofthe engine, of a .51" -1. In a forceefeed lubricating systei'n forg a movmg member related to the mechanism, to be lubricatedto actuate? the pump posi; tively in both directions at I intervalsfvary ing directly with the speed of'the.mechanisxii-- to be lubricated, and, i'ping conneeting said reservoir'and pump an said pumn-and'meeh anism to-be lubricated.

In 'a force-feed locomotlve engines;thecombinatiomwith a c a {Cab of thel engine,

2 5 the pump an feed-test a .paratus in connection therewith by which t e rate of feed can be observed, of

a pump adjacent to the mechanism to be lubricated, connections between said pump and 5 a moving member related to the mechanism to be lubricated 'to reci rocate the pumplunger positively in hot directions and at mtervals varyingdireetly with the speed of v the mechanism to be lubricated, and piping connecting said reservoir and pump and ear.

pump and the mechanism to be lubricated.

3. In aforce feed lubricating system for locomotive-engines, the combination with a reservoir located in the cab of the engine, of a r pump adjacent to the mechanism to be luricated, connections between said pump and a moving member related to the mechanism ,to be lubricated to reciprocate the pump-plunger positively in both directions and at 1nter a pump adjacent to the mechanism to belu bricated, connections between said pump and a moving member related to the mechanism 3 5 to be lubricated to actuate the pump at in tervals varyin directly with the speed of the v mechanism to be lubricated, piping 'connecting said reservoir and pump and said pump .and the mechanism to be lubricated, means 40 for connecting the test apparatus with and disconnecting the reservolr from the piping leading to the pump without stopping the lubricating actionyand a vacuum-valve interposed in the piping between the pump and '45 the mechanism to be lubricated.

"In a force-feed lubricating system for JOCOIHtfilVG-GllgiIlOS, the combination with a reservoir located in the cab of'the engine, a sight-tube connected at its lower end to said 5o reservoir, and a valve whereby communicav,,tion withjthe reservoir may be cut oil' and the supply of oil'drawn from the sight-tube only, I

bi a pum .adjacentto the mechanism to be g 'iubri cate(', connections between saidpump -.5'5 and a IIIOVIIIQ, member related to the mechan sm" to belublucated to actuate the-pump at intervals varying directly with the speed of the mechanism to belubrlcated, means for adustlng such connections to vary the rate of deliveryoi the pump inde 'nsndently of the speed of said mechanism, p1 p ng connecting "said reservoir and" ump and said pump and the mechanism to be lubricated, and a vacuum-valvc interposed insnid piping between the pump and the mechanism to be lubricated. r

6; In a force-feed lubricating system, the combination with a reservoir, :3. feed-test a pa'ratus in connection therewith by which t re rate of feed can be observed, of a pump adjacent to the mechanism to be lubricated, connections between said pum and a moving 'member related to the mec anism tobe lubricated to actuate the pump at intervals varying directly with the speed of the mech- 7 5 anism to be lubricated, said connections being adjustable to regulate the amount of movement that shall be given to the pump at each interval, piping connecting sald reser voir and ump and said pump and the mechanism to e lubricated, and a valve for. simultaneously connecting the test apparatus with and disconnecting the reservoir from the pipe leading to the pump without interfering with the lubricating action. I 8'5 7'. In a force-feed lubricating sy tem for locomotive-engines, the combination with a reservoir located in the cab of the engine, a sight-tube connected at its lower end to said reservoir, a valve whereby communication with the reservoir may be cut oii and the supply of oil drawn from the sight-tube only, of a pump adjacent to the mechanism to be lubricated, connections between said pump and a moving member related to the mechan- 9 5 ism to be lubricated to actuate the pump at intervals varying directly with the speed of the mechanism to be lubricated, said connections being adjustable to regulate the amount of movement that shall'be given to the pump at each interval, means located in the cab for controlling said adjustment, piping connecting said'reservoir and pump and said pump and the mechanism to be lubricated, and a vacuum-valve interposed in said piping between the pump and the mechanismto be lubricated.

8. In a force-feed lubricating system for locomotive-engines, the combination with a reservoir, of a pump adjacent to the mechanism to be lubricated, connections between said pump and a moving member related to the mechanism to be lubricated to actuate the pum at intervals varying directly with the spec of the mechanism to be lubricated, said connections being adjustable toregulate the amount of movement that shall be given to the pump at each interval, means to control said adjustment extending to the cab, and piping connecting said reservoir and pump and said pump and the mechanism to be lubricated. I

9. In a force-feed lubricating system for locomotive-engines, the combination with a reservoir located in the cab of the engine and having feed-test apparatus in connection therewith. by which the rate of feed can be observed, of a pump adjacent to the mechan- I lo ism to be lubricated, connections between said pump and a moving member related. to the mechanism to be lubricated to actuate the pum at intervals varying directly with 5 the spec of the mechanism to be lubricated,

said connections being adjustable to regulate the amount 01 movement that shall be given to the pum at each interval, means to control said adjustment extending to the cab,

' and piping connecting said reservoir and ump and said pump and the'mechanism to be lubricated.

10. In a force-feed lubricating system for locomotiveengines, the combination with a I 5 reservoir, 01 a pump adjacent the mechanism to be lubricated, connections between said pump and a moving member related to the mechanism to be lubricated to actuate the pum at intervals varying directly with the spec of the mechanism to be lubri -ated, said connections being adjustable to regulate the amount of movement that shall be given to the pump at each interval, means to control said adjustment extending to the cab, piping 2 5 connecting said reservoir and pump and said pump and the mechanism to be lubricated,

and a vacuum-valve interposed between the.

pump and the mechanism to be lubricated.

ii. in a forcolced lubricating system for 30. locomotivc-engines, the combination with a reservoir located in the cab of the engine and -.having a feed-test apparatus in connection therewith by which the rate of feed can be observed, of a pump adjacent to the mechanism to be lubricated, connections between said pump and a moving member related to the mechanism to be lubricated to actuate.

the pun i at intervals varying directly with the speed oi the mechanism to be lubricated,

said connections being adjustable to regulate the amount of movement that shall be given to the pumpcat each interval, means to control said adjustment extending to the cab, piping connecting said reservoir and pump and said pump and the mechanism to be lubricated, and a vacuum-valveinterposed in said piping between the pump and the mechanism to be lubricated.

; 12. In a "force-feedlubricating system for 5o locomotive-engines, the combination with a reservoir, of a plurality of pumps, each located adjacent to the mechanism it is to hibricatc, connections between each of said pumps and a moving member related to the mechanism to be lubricated thereby to actuate the pump at intervals varying directly with thespeed of its mechanism to be lubricated, said connectionsbeing simultaneously adjustable to regulatethe amount of movement thatshall be given to the 'ump at each interval, means to control sai adjustment extending to th'e'cab, and 1piping connecting said reservoir and 'each 0 each of said pumps and its mechanism to be '6 5 lubricated.

said pumps and 13. In a force-feed lubricating system for locomotive-engines, the combination with a reservoir located in the cab of the engine, of a plurality of pumps, each located adjacent to the mechanism it is to lubricate, a plurality of feed-test apparatus corresponding in numbers to the pumps and each assoclated with a certain pump by which the rate of tions between each of said pum s and a moving member related to the mec anism to be lubricated by said pump to actuate it at intervals varying directly with the speed of the mechanism lt is to lubricate, said connections being simultaneously adjustable to regulate the amount of movement that shall be given to the pump at each interval, means to control said adjustment extending to' the cab, and piping connecting said reservoir and each of the pumps and each of said pumps and itsmechanism to be lubricated.

14. In a force-feed lubricating system for locomotive-engines, the combination with a reservoir, of a plurality of pumps, eaqh adjacent to the mechanism it is tmlubri'cate,

a moving member related to the mechanism: it is to lubricate to actuate the pump at inmechanism it is to lubricate,"sa1d connections being simultaneously ad ustable to control said adjustment ipingconnectin said reservoir and each of said'pumps and eachof said pumps and its mechanism to be lubricated, and a plurality of vacuum-valves interposed in said piping, pump and its mechanism to be lubricated;

15. In a force-feed lubricating system for reservoir located in the cab of an engine, of a plurality of pumps, each adjacent to' the mechanism itis to lubricate, a plurality of feed-test apparatus corresponding in number to the pumps and each associated with a certain pump by which the'rate of feed of each pump can be observed, connections between each of said pumps and a movmg member related to the mechanism it is to lubricate to actuate-the pump at intervals varying directly with the speed of the mechanism it is to lubricate, said connections being simultaneously adjustable to regulate the amount of movement that shall be given to the. pump at each interval, means to control said adjustment extending to the cab,.p1p1n connectingsaid reservoir and each of san pumps and each of said pum s and its mechanism to be lubricated, an a plurality of vacuum-valves interposed in said piping, one between each pump and its mechanism to be lubricatedi 16. In a force-feed lubricator, the combifeed of each pump can be observed, connectervals-varying directly with the speed of the.-

regulate the amount of movement that shall be given to a pump at each interval, means 7 extending to the cab of the locomotive to locomotive-engines, the combination with a connections between each of said pumps and too one between each the pump and a moving member related to the mechanism to be lubricated to actuate the pump at intervals varying directly with the speed of the mechanism to be lubricated, saidconnection being adjustable to regulate the amount of movement that shall be given to the pump at each interval, and piping connecting the pump and the mechanism to be lubricated.

17. In a force-feed lubricatin system, the combination with a pump, 0 a reservoir connected therewith and located above the mechanism to be lubricated, a supply-pipe leading from said. reservoir to the pump, a

discharge-pipe leading from said pump to the mechanism to be lubricated, an auxiliary discharge-pipe leading from the supply-pipe to the mechanism to be lubricated, and connections between the auxiliary discharge pipe and the su ply-pipe to pass the oil through or aroun the pump, as may be desired.

' 18. In a force-feed lubricating system, the combination with a pump, of a reservoir connected therewith and located above the mechanism to be lubricated, a supply-pipe leading from said reservoir to the pump, a

discharge-pipe leading from the pump to the mechanism to be lubricated, a vacuum-valve in said dischar e-pipe, an auxiliary discharge pipe leading From the sup ly-pipe to the mechanism to be lubricate a stop-cock in said supply-pipe between the reservoir and the auxi iary discharge-pipe, and connections between the auxiliary discharge-pipe and the supply-pipe to pass the oil through or around the pump, as may be desired.

19. In a force-feed lubricating system for locomotive-engines, the combination with the pump adjacent to the steam-chest, of the steam-pocket in immediate proximity to said pump, and a pipe leading from the steamcylinder exhaust-port to said pocket.

20. In a force-feed lubricating system for locomotive-engines, the combination with the pump adjacent to the steam-chest, of the steam-pocket in immediate proximity to said pump, a pipe leading from the steam-cylindrr exhaust-port to said pocket, and. another ipe leading from the pocket into the smokeox, substantially as and for the purpose described.

21'; In a force-feed lubricating system for ocomotive en ines, the combination with the pump an adjacent to the steam-chest,

of the rectangular steam-pocket immediately between the steam-chest and the pump, a pipe leadin from the steam-cylinder exhaustport to sai pocket, and another pipe leading from the pocket into the smoke-box, substantially as and for the purpose described.

22. In a force-feed lubricating system for locomotive-engines, the combination with the reservoir, of a luln'icating pum located in the cab, a supply-pipe leading irom said reservoir to the pump, an air-cylinder having a piston therein, an oscillating member actuated by the piston and for operating said pump, and an airpipe connecting the airbrake pump with said air-cylinder.

23. In a force-feed lubricating system for locomotive-engines, the combination with a reservoir, of a lubricating-pump located in the cab, a supply-pipe leading from said reservoir to the pump, an air-cylinder having a piston therein for operating said pump, an air-pipe connecting the air-brake pump with said air-cylinder, and a discharge-pipe leading from the lubricating-pump into the airpipe.

24. In a force-feed lubricating system for locomotive-engines, the combination with a reservoir, of a lubricating-pump located in the cab, a supply-pipe leadin from said res: ervoir to the pump, an air-cy inder having a piston therein for operating said pump, an airzpipe connecting the air-brake pump with $211 and a vacuum-valve in said dischar e-pipe between the lubricating-pump and the airp In a force-feed lubricating system for locomotive-engines, the combination with the reservoir, of a fluid-pressure-operated lubricating-pump located in the cab, connections between said reservoir and )ump, connections from the air-c linder of the airpump for operating the In ricating-pumpat intervals corresponding with the movements of the air-pump, a steam-pipe leading to the air-pump, and a discharge-pipe leading from the lubricating-pump to the steam-pipe.

26. In a force-feed lubricating system for air-cylinder, a discharge-pipe leading .from the lubricating-pump into the air-pipe,

ITO

"reservoirs and their respective pumps, connections from the air-pump for operating said lubricating-pumps at intervals corresponding with the movements of the airpunip, a disch.argepipe leading ultimately from one of said lubricating-pumps to the air-pump steam-cylinder, and another di charge-pipe leading from the other lubricating-pump ultimately to the air-pun'ip.

28. In a force-feed lubricating system for locomotive-engines, the combination with the two reservoirs, of a pair of lubricatingpumps located in the cab, a supply-pipc leading from each of said reservoirs to its connected lubricating-pump, an air-cylinder having a piston therein for operating said lubricsting-pumps, an air-pipe connecting the air-brake pump with. said air-cvlinder, a discharge-pipe leading from one oi id lubricating-pumps into-the air-pipe, and a discharge-pipe leading from. other of said pumps to stearn-pipe'leading to the airpump steam-cylinder.

29. In a force-Feed luhricating'systcm for locomotive engines, the combination with the two reservoirs, of a pair of lubricatingpumps located in the cab, a supply-pipe lead. ,ing from each of said reservoirs to its con-- nccted lubricating-pump, an air-cylinder having a piston therein for operating said lubricating-pumps, an air-pipe connecting the air-brake pump with said air-cylindm', a discharge-pipe leading from one of said lubricating-pumps into the air-pipe, a steam-pipe leading to the air-pump steam-- zvlinder, a discharge-pipe leading from the other of said pumps to thesteam-pipo, and a vz'icuum valve interposed in each discharge-pipe beyond the connected lnbrieating-pump,

30. In a force-iced lubricating system for locomotiveengines, the combination with a reservoir, of a pump adjacent the drivingcylinder and connected to said reservoir, connections between said pump and a moving member associated with the drivingcylinder for operating said pump at intervals corresponding to the movements of the drivingpiston, said connections being adjustable to, regulate the amount of movement that shall be given to the pump at each interval, and means to control said adjustment extending to the cab.

3f. In a force-feed lubricating system for locomotive-engines, the combination with a reservoir, of a pump adjacent the driving cylinder and connected to said reservoir, and connections for operating said pump at intervals corresponding to the movement of the drivin -pisthn', said connections being adjustable to regulate the amount of movement that shall be given to the pump at each interval and comprising a link connected to the pump-actuating arm,- a rod substantiallyparallel ,to and supported by the slide-valve rocker-arm, a block slidably mounted on the ELK responding to the movement of the driving piston, said connections being ad just-able from the cab to regulate the amount of movement that shall be given to the pump at each interval and. comprising a link connected to the pump-(actuating arm, a rod substantially parallel to and supported by the slide valve rocker-arm, a block slidably mounted on therod and connected to the link, and

means for shifting the position of the block on the rod.

33. In. a force-iced, lubricating system for locomotive-engines, the combination with two pumps one adjacent each oi the driving cylinders, of Inc-ansfor supplying said pumps with oil, connections between each of said pumps and a moving member associated with the corresponding steam-cylinder for oporating its connected pump at intervals corrcsponding to the movement oi the drivingpiston, and means for adjusting said conncotions extending to the cab to shnultancously regulate the amount of movement that shall be given to each pump at each interval.

34. In a force-feei'l lubricating system for locomotive-engines, the combination with two pumps, one jacent each of the drivingcylinders, an actuating-arm for each pump, of means for supplying said pumps with oil, and connections between each of said pumps and the slide-valve rocker-arm associated with the corresponding steam-cylinder for operating its connected pump at intervals corresponding to the movement oi the driving-piston, said connections being adjustable from the cab to simultaneously regulate the amount of movement that shall be given to each pump at each interval, said connections comprising links connected to the pump-actuating arms, rods substantially parallel to and supported by the slide-valve rockerarms, blocks slidably mounted on the rods and connected to the links, and means extending to the cab of the locomotive for shifting the positions of the blocks on the ro s.

' 35. In a force-feed lubricating system for locomotive-engines, the combination with .two pumps, one adjacent each of the drivingcylinders, of means for supplying said pumps with oil, and connections between each of said um s and the slide-valve rocker-arm izo associate with the corresponding steam-cyl inder for operating its connected pump at intervals corresponding to the movement of the driving-piston, said connections being adjustable from the cab to simultaneously regulate the amount of movement that shall be given to each pump at each interval and comprising the adjustable hand-lever, an arm 27, a rock-shaft to which said arm is secured, a connection between the hand-lever and the arm 27, arms fixed to the rock-shaft, links 31 connected to the arms 30, sliding blocks pivotally secured to the links 31, rods secured to the slide-valve rocker-arms and on which the blocks are slidably mounted, pump-ache atin arms, and connections between the blocl qs and the pump-actuating arms.

36. In a force-feed lubricating system, the combination with a force-feed pump, of a moving member the amount of whose move ment controls the amount of power applied to the mechanism to be lubricated, and operating connections between said member and said pump.

37. In a force-feed lubricating system, the

combination with a i'orcefecd pump, of the Blide valve rocker-arm of a steam-cylinder to be lubricated, and connections between-said rocker-arm and said pump.

38. In a force-feed lubricating system, the combination with a force-feed pump, of a moving member the amount of whose movement controls the amount of power applied to the mechanism to be lubricated, operatin connections between said member and said pump whereby the pum is operated at a rate varying automatica y with the power applied to said mechanism to be lubricate l, and means under the control of the operat r for shifting said connections at will to still further increase or diminish the rate of oper ation of the pump.

39. In a force-feed lubricating system, the combination with a force-feed pump, of the slide-valve rocker-arm oil a steam-engine cylinder to be lubricated, operating connections between said rockerarm and the pump, and means for shifting the position of the con nections on the rocker-arm to still further increase or diminish the rate of operation of the pump.

40. In a force-feed lubricating system, the combination with a force-feed pump, of connections between the slide-valve rocker-arm of a steam-engine cylinder, and the pump whereby the pump is operated at a rate varying automatically with the power applied to said mechanism, said connections consisting of a rod between said pump and rocker-arm so conneotedito said rocker-arm as to be moved a distanc e varying directly with the swing of said arm, and means for shifting the position of the connection on the rocker-arm, substantially as and for the pur 6o pose described.

41. In a force-feed lubricating system for locomotive-engines, the combination 'With, the pump adjacent to the steam-chest, of the steam-pocicet in immediate proximity to said a 5 pump, and. a pipe connected with a source of steam-supply leading to said pocket.

42. in a lubricating system for locomotive-engines, the combination with a pump adjacent to the steam-chest, of a steam- 7o pocket in immediate proximity to said pump, an oil-supply pipe leading to the pump, and a steam-pipe immediately adjacent said oilsupply pipe and opening into said steampoc ct.

43. In a lubricating system for locomotive: engines, the combination with a pump adja+ cent to the steam-chest, of a steam-pocket in immediate proximity to said pump, an oilsupply pipe connected to the oil-reservoir and leading through the boiler-jacket to the pum and a steam-pipe adjacent said oilsupp y ipe' leading from said pocket to the smokeox.

44. In a lubricating system for locomotiveengines, the combination. with a pump adjacent to the steam-chest, of a steam-pocket in immediate proximity to said pump, an oilchmbination with the reservoir for the oilsupply, of a force-feed ump for drawing oil from the reservoir, and a vacuumwalve located beyond the pump and through which the oil must be forced to reach the object to .be lubricated.

46. In a force-feed lubricating system for locomotive-engines, the combination of the air-cylinder, a piston in said air-cylinder, a pipe connecting said air-cylinder to the air- -5 rake air-pump, so that the piston in said air-cylinder is operated. as the air-pump is o erated, the two oil-pumps connected with t e air-pump and the air-pump steam-cylinder,. respectively, and operated by the reciproca- 1 :0 tion of said piston, and the two oil-reservoirs connected with said oil-pumps. 1

JOHN F. MGCANNA. Witnesses:

LOUISE E. Samoa,

. Harris 0. HALvoRsoN.

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