eccentric rod

The Stephenson valve gear with crossed eccentric rods was also on the outside.

As you can see by the photo, the engine is a Corliss valve arrangement utilizing two eccentric rods.

Reversing the Joy valve gear was achieved using a lever working a crossed eccentric rod.

They also have the valve gear eccentric crank and the back end of the eccentric rod.

The eccentric rod provides motion to the expansion link (7) which is pivoted in a central location back to the body of the locomotive.

The auxiliary crankshaft drove both the eccentric rods and the combination levers of the valve gear.

Also reversing could be a strenuous occupation as it entailed lifting the weight of the link plus eccentric rod ends.

At the end of the eccentric rod, close to the radius hanger, the rod connected to the transmission yoke.

Coupling rods are realistically darkened and for the first time on a Bachmann model we see the eccentric rod moving as well - a nice touch.

X-gabs were also usually reversed, so that the gab was placed on the valve spindle and the pins were instead connected to the eccentric rods.

Stephenson valve gear permits reversing, aided by a steam reversing engine or ram to adjust eccentric rods.

The return crank attached to the eccentric rod, which hung from a pivot close to the far end of the eccentric rod.

The eccentric crank is of a length such that the pin attachment to the eccentric rod (2) is 90 degrees out of phase with the lead motion.

The engine carried on the tradition of eccentric rod driven camshaft inherited from NSU motorcycle engines and interestingly had a dynastart (combined starter/generator) built into the crankcase.

Gooch valve gear had the disadvantage of angularity between the valve spindle and the eccentric rod in full gear, whereas the best forms of the Stephenson gear, the thrust was in a straight line.

A main link which pivoted in the middle from the lower end of the swing links and whose lower end was connected to the eccentric rod (which in turn connects to the return crank on the driver, as in the Walschaert gear).

Hackworth valve gear was a precursor to Klug's valve gear, but it differes from the latter in that the eccentric rod's suspension point moves to-and-fro in a straight line by means of a die block sliding in a slotted guide.

As link block moves back and forth, the angle of the radius hanger changes, and the up and down motion of the transmission yoke in response to the back and forth motion of the eccentric rod is increased or decreased.

In 1841 two employees in Stephenson's locomotive works, draughtsman William Howe and pattern-maker William Williams, suggested the simple expedient of replacing the gabs with a vertical slotted link, pivoted at both ends to the tips of the eccentric rods.

In early locomotive practice, the eccentric rod ends were pivoted at the ends of the link while, in marine engines, the eccentric rod pivots were set behind the link slot (or below on a vertical engine).

In order to do so an eccentric usually has a groove at its circumference around which is closely fitted a circular collar (eccentric strap) attached to which an eccentric rod is suspended in such a way that its other end can impart the required reciprocating motion.

Three sets of Walschaerts valve gear were used, the one for the inside cylinder being mainly located inside the frame, but driven from the same eccentric crank as the valve gear on the left-hand side; two eccentric rods of different lengths being attached to the same crank.