The Locomotive Of Today

The Engine : Valve S etting, Joy's Valve Gear. 103 all; for instance, the eccentric rods are coupled up to the butt or crutched énds, and the fork placed against the link and pressed over as far as it will go on either side, the amount that it passes the link being noted, and the rod set if necessary until it travels an equal distance each way. All the setting can usually be done without taking the rod down by forcing it over at the forked end, and hammering the rod at the root upon the side towarcls which it is desired to draw it. If any “twist” exists, it must be taken out, this usually being a smith’s job, as the rod must be taken down, heated and set. When all the adjustments are completed, the working pins are put in place, the taper pins inserted and driven smartly home, and the splits opened with a chisel; all check nuts are put on and tightened up, and split pins or cotters driven in and opened, this being done before the turning gear is removed, as it is often necessary to turn the wheels to get the several parts into more convenient positions; after this has been done, the jigger may be taken down and the spring gear coupled up. Before the engine is run on the trial trip, it is usual to remove the pistons and valves, leaving off all the front covers, and close the piston and valve rod stuffing boxes ; then steam is raised in the boiler, the regulator opened, and all dirt, etc., blown out of the ports and other inaccessible parts of the cylinders. Corning now to those motions partly or wholly dispensing with eccentrics, and better known as radial gears, we will describe first Joy’s motion, in which the valve movement is taken from the connecting rod through a system of levers, as being one of the most successful and most used of them. An arrangement of it applied to an inside cylinder engine is illustrated in Fig. 21. The connecting rod has an enlarged boss formed in it at a suitable point, about one-third of the length of the rod measuring’ from the small end. This is bored out and fitted with a bush; through it a pin passes, projecting on either side to carry the forkecl ends of the “correcting link.” This is coupled at its other end to the “anchor” link, which in turn is pinned and allowed to vibrate about a fixed point. In the illustration this point is upon a projecting lug upon the motion plate or slide bar bracket. Examples may, however, be often met with in which it is on either a frame stay or a shatt fixed across the frames, as found most suitable in the particular design of engine. The correcting link has a bearing in its central portion, to which are connected the “valve levers,” these being further provided with two other bearings one at