IMPROVEMENTS IN LOCOMOTIVE ENGINES
Year: 1841

page_text: inrolled in Her Majesty's High Court of Chancery within six calendar months
next and immediately after the date of the said in part recited Letters Patent,
as in and by the same, reference being thereunto had, will more fully and at
large appear.
NOW KNOW YE, that in compliance with the said proviso in the said
Letters Patent, I, the said Joseph Woods, do hereby declare the nature of
my said Invention, and the manner in which the same is to be performed,
are particularly described and ascertained in and by the following description
thereof, reference being had to the Drawings hereunto annexed, and to the
letters and figures marked thereon (that is to say):-
My improvements in locomotive engines and in machinery for the production
of rotatory motion for obtaining mechanical power, and raising or impelling
fluids, consist, first, in novel or improved arrangements and constructions
of several different parts of locomotive engines; and, secondly, in novel or
improved arrangements and constructions of that description of rotatory
engine, commonly called "rotatory disc engines," and more particularly in
the arrangement, construction, and mode or method of applying and adapting.
the parts of such engines commonly termed the "piston," or "cross par-
tition," and the "disc plate or diaphragm," placed within the cylinder or
steam chamber, and against which the direct force of the steam or other vapour
or fluid is exerted, when acting either as a steam engine or forcing pump,
together with the axle or driving shaft connected therewith, all of which will
be better understood by the following description thereof, and the accompanying
Drawings hereunto attached to illustrate the same (that is to say):-
IMPROVEMENTS IN LOCOMOTIVE ENGINES.
My first improvement under this head consists in applying, adapting, and
using loose wheels to locomotive engines, in order to enable them to traverse
or travel around curves or curved lines of rails more easily or readily than if
all four wheels were fixed on the axles, and I accomplish this by keying or
otherwise fastening one wheel on to each of the front or hind axles of the
engine, and allow the other to revolve, or turn freely round on the opposite
end of the said axle, which axle revolves in the bearings of the engine in the
usual manner. I do not intend to claim any particular form or construction
of loose wheel intended to revolve on the axle, and I secure them upon their
axles in any convenient manner, as, for instance, by means of a fixed collar or
shoulder formed on the axle on one side of the nave or boss, and a movable
collar on the other capable of being fastened and secured tight by screws; keys,
or other means.

page_text: The second feature under this head consists in an improved means or
manner of supplying the end bearings of the axles within the brasses or
bearings with lubricating material, and this I effect by the application and
use of a small roller placed in a cup or recess underneath the axle; the roller
is partially immersed in oil or other lubricating matter, and being turned round
by the friction of contact against the axles carries up and distributes a conti-
nuous supply of material to the periphery of the axle bearing as it revolves.
Figs. 1 and 2, Sheet I., are longitudinal and cross sections, taken vertically
through an engine bearing, which will serve to illustrate this improvement.
a is the end of the axle bearing; 6 is the axle box or brass; c is a cup or
reservoir, attached to the axle box and containing the oil or other matter; dis
the distributing roller mounted in the ends of springs e, e, which also serve to
keep the roller at all times in contact with the axle, whereby it is caused to
revolve.
My third improvement in locomotive engines applies to the mechanism or
apparatus called the "reversing gear," for changing or reversing the action
or working of the engine when desired, and consists in the use and application
of one reversing shaft to act simultaneously upon, or lift both excentric rods
and forks, and bring them into or out of gear with the weigh-bar pin, and also
in the construction and manner of applying the brasses or bearings of the
weigh-bar shaft. The reversing shaft has two arms or levers fixed upon
it at an angle to each other (as shewn in Fig. 3, Sheet I.), the ends of these
arms being connected by suitable links to the forked extremities of the rods of
the excentrics, the reversing shaft having another arm or lever projecting from
it, and connected by a rod to the lever or handle under the command of the
engine driver. Figures 3 and 4 are detached views or diagrams of the revers-
ing gear of a locomotive engine, which will serve to illustrate this part of my
Invention. Fig. 3 is a partial longitudinal vertical section, taken through
the engine cylinder and main driving crank or excentric shaft, shewing
the mechanism of the reversing gear. Fig. 4 is a partial plan or hori-
zontal view of the same, the parts being shewn in the positions when the
fore gear is in work or the engine proceeding forwards. A is the working
cylinder of the engine, with its slide valve B, the connecting rods C leading
from the valve to the upper arm or lever D¹, upon the weigh-bar shaft D,
shewn detached at Fig. 5, which shaft has also the lower arm or lever D
attached to it, carrying the weigh-bar pin E on its end. The main driving
or crank shaft F carries the excentrics G, G*, which are embraced by the inner
ends of the excentric rods H, H*, while their other or forked ends I, I*, are..
acted upon by the links c, d, of the arms or levers a, b, fixed upon the reversing

page_text: a
gear shaft K, and also the pin E of the weigh-bar shaft. The arm.or lever.
carries the two links 'c of the back gear excentric rods, and the arm 6. the links
d of the fore-gear excentrics. These links are shewn detached in plan and
side views at Figs. 6 and 7, and whenever the slide valves have to be thrown
into back-gear, the end of the arm a" will be made to move in the arc, shewn.
by red lines by the following means-Upon the reversing shaft K is also fixed.
the other arm or lever' L, its outer end being connected by the reversing rod M
attached at its other 'end to the reversing lever or handle N, placed under. the
control of the engine driver. The lever N' has its fulcrum pin at e-placed: in
the bearings i attached to the side framing, "or any convenient part of the
engine. The rod M has the recess or notch & formed in it, which, whenever:
the attendant engineer draws back and depresses the handle lever N, allows the:
connecting pin of the lever N and rod M to be passed down below the centre.
of the fulcrum pin e of the lever, as shewn by the dotted lines in Fig. 3,
thereby preventing the weight of the other parts or levers drawing it back
again over the pin e, and consequently securely holding or retaining the ex
centric rods and valve motion in the required position of "back gear". when
once so placed. The improved construction of brasses or bearings for the ends
of the weigh-bar shaft is shewn in side or end view at Fig. 8, and in plan view
at Fig. 9; and by the dotted lines in its proper situation-in Fig. 4. D is the
end of the shaft; a and b'are two brasses or bearings of the weigh-bar shaft,
which in this instance are embraced by the strap piece c, placed between stop.
pieces or ledges-d, d, on the framing of the engine, or they may be placed:
between the side pieces of an ordinary plummer boxe; e, are two adjustable
set screws passing through the strap piece c, or sides of the plummer box, and
when the brasses wear by use they may be adjusted horizontally towards each
other, so as to maintain or keep the position of the centre of the shaft D at all
times at the same distance from the slide-valves, instead of placing the brasses.
so as to move perpendicularly, as has heretofore been the custom: in mounting
the bearings of the weigh-bar shaft.
The next feature of novelty as regards locomotive engines is the adap-
tation of a whistle to be placed in the front or other part of the engine, the
object of such whistle being to give a constant intermittent whistle or signal
when the engine and train is travelling along the line' during a fog; or when
any obstruction is offered to the required speed of the engine in travelling, and
may or may not be used at pleasure by opening or shutting, the cock. This!
signal whistle is placed in connection with the-blast pipe or to one end of a
cylinder by means of a 'tube, the whistle" being furnished-w stop-
cock; as shewn at Fig.-10, which represents a partial vertical section of the
-with: a

page_text: apparatus taken longitudinally, and as applied to the exit end of a blast pipe.
a is a part of the smoke box of the boiler; b, the chimney,c, the blast pipe; dis
a small tube passing from the blast pipe through the casing, by a tight packing,
and has a cock or valve,e on it, and the small whistle f; on its end g, 9, is a
parabolic reflector surrounding it, as shewn in the Drawings, in order to direct
or reflect the sound in a straight forward line, but this reflector may be used or
not as desired.
My fifth improvement in locomotive engines relates or applies to the con-
struction and arrangement of the pipes and union joints which are employed
for conducting the water from the tank to the engine, or the force pumps for.
supplying the boiler, and the object of this, improvement is to construct this:
communication between the engine and tender, or reservoir of water, that
such junction or connection shall, be much, less affected by the swaying or,
wriggling, motions of the engine or tender, one towards the other, when
travelling along the line of rails, than in the ordinary mode of connection;
and this improvement consists in the peculiar arrangements or construction of
the various swivel joints or connections of the pipes forming the channel.or
way between the engine and its tender, and which will be fully understood by;
Figs. 11, 12, and 13, Sheet I., of the accompanying Drawings, and this im-.
provement may be applied either to a single or double feed pipe communicating
between the engine and tender, for feeding the engine force pumps.
Fig. 11 is a plan view of the improved arrangement and construction of
union pipes and joints as adapted for a double feed pipe, or one branch extending
to each pump, and Fig. 12 for a single feed pipe.
Fig. 13. is a section shewing the construction of, one of the end swivel joints
or junctions, and the fitting of the parts together to prevent the escape of
water, and is drawn on an enlarged scale the better to exhibit the parts. a is.
an upright or vertical, pipe affixed or connected to the cock or exit pipe
or aperture of the tender or reservoir; 6 is an elbow swivel or union joint;
c, a horizontal pipe extending to a double swivel end joint or junction at d,-
shewn more particularly in detail in section, Fig. 13. This double swivel
junction is intended to be placed or situated under the middle or centre part of
the tender. is a pipe leading from the swivel joint d, connected to the single
swivel joint at 9, which is placed under the centre or middle part of the foot
plate of the engine, or at the centre or middle part of the end plate next the
tender. From the centre swivel of the feed pipes h, h, proceed and are connected
to the end swivel joints or unions, at i, i, from whence the pipes k, k, proceed
to, the engine force pumps.. Thus it will be seen that a perfect, or continuous
way or channel is obtained from the tender or reservoir to the pumps,
'

page_text: when the way is opened, and at the same time, by the situation and arrange-
ment of the various swivel junctions, a compensation or allowance is made for
any swaying or lateral or vertical motion of either engine or tender without
twisting or straining the connecting pipes between them.
Fig. 12 shews the arrangements of the same parts for a single feed pipe k
to the pumps. The same letters of reference are marked on similar parts as
in Fig. 11, therefore no further description will be necessary.
The section Fig. 13 exhibits the internal construction of one of the end
swivel junctions. h is the feed pipe fitting into the swivel cap or end piece i, and
k is the pipe leading to the pump; upon the pipe h is formed the shoulder or
rim 1, turned conical on its side next the cap piece, the mouth or end part 2
of which is also countersunk or conical, fitting upon the collar; upon the end
of the pipe h is formed the screw pin 3, having the screw nut 4 upon it; 5 is
a screw cup or chamber formed on the end of the swivel cap piece i, and
between the nut 3 and the end of this piece is placed the compressed coiled
spring 6, the elastic force of which will at all times tend to press the end or
mouth 2 of the cap piece against the collar 1 of the pipe h. The screw nut
and pin is covered and protected by a cap piece 7. The pipe k is connected to
the end piece i by a common union joint 8, screwed on to a short nozzle or
tube 9, formed upon and opening into the tube h.
The second part of my Invention, viz, the novel or improved construction
and arrangement of rotatory engine, is represented in the several Figures in
Sheets
and 3 of the accompanying Drawings; and I would here remark,
that before referring to the Drawings and various parts of the engine in
detail, I will first briefly state the principal component parts of the machine,
and then describe the construction and arrangement of the same, referring to
the various Figures. The machine or engine for the production of rotatory
motion for obtaining mechanical power consists of the following principal
parts-The revolving parts consist of an axle passing through a circular disc
plate and ball, which plate and ball I term the diaphragm of the engine.
These are firmly fixed on the main driving shaft or axle at right angles to its
axis of motion. The disc plate, and consequently the axle, has also attached to
it a piston oscillating towards each end in a line with the main axle, and passes
through a slot hole formed in the diaphragon from its centre to its circumference.
This diaphragm or disc plate is furnished with a channel or way passing down-
wards from each side of the slot cut through it for the piston to pass, and this
way or channel extends through the ball, where one way or channel turns to the
right and the other to the left, and, emerging from the said ball, continues as a
channel formed on the axle to the admission and exhaustion chambers respec-

page_text: tively. The stationary parts in this modification of the engine consist of two
conical surfaces or side pieces, enclosed in a spherical case in such manner that
one portion of each side of each cone shall be perpendicular to the axle of the
machine and in contact with the revolving diaphragm on opposite sides of its
substance, and also on the opposite sides of the axle; and, moreover, where the
portion of one side of the substance of the diaphragm is in contact with one cone,
it has the opposite cone at its greatest distance. The apex of each cone is, how-
ever, removed and cupped, so as to fit the centre ball of the diaphragm before
mentioned, and that part of each cone in contact with the diaphragm and its ball
is consequently subject to wear by friction, and is made of a separate piece of
suitable metallic packing, and adjusted by springs or other mechanical means.
In this modification of the machine the spherical case continues all round the
cones (excepting where it is pierced for the axle to pass through), and the
cones are hollowed out to form chambers for the admission and dispersion of
the steam or other fluid, the direction of which is altered by a valve for
reversing the induction and eduction apertures, as shewn in the Drawings. The
cones being placed as described within the spherical case, a space is left
between them which is divided into two equal parts by the diaphragm before
mentioned, the diaphragm being in tight contact with the spherical case
throughout its periphery, and at one point of each cone, and its central cup,
and each independent cubical space between the diaphragm and the cones will
present the form of a double wedge joined at the base at that part where the
cones are furthest from the diaphragm. If the actuating fluid were introduced
into one half of the space it would tend to press the diaphragm into the oppo-
site one, and to avail myself of this power I introduce a piston of the form or
section of the entire space at right angles to the diaphragm, which piston
oscillates from the centre of the axle through the slot or opening in the dia-
phragm before mentioned, so as to slide over the sides of each cone as the
space on either side of the piston increases or decreases. Further, the actu-
ating fluid is conveyed through the axle and diaphragm by the pipe or channel
before mentioned, and impinges immediately on the piston (except when used
expansively) throughout the entire revolution of the piston, diaphragm, and
axle, all of which move simultaneously. Just before the piston passes the
culminating line of contact of the diaphragm and cone the exhausted fluid
becomes liberated, and passes through the slot hole and second or exhaust
passage of the diaphragm into a condenser or otherwise, whereby one side of
the piston is constantly exposed to the pressure, and its opposite side to the
vacuum or atmosphere. The machinery is also applicable for raising or
impelling fluids, by causing its axle and piston to be driven round by any inde-

page_text: pendent power, and adapting its induction and eduction apertures to the pipes
required for conveying the fluid to and from the machine, and 'I therefore
claim it for such purposes. To elucidate my manner of carrying out the
detailed arrangements for rendering this machine available, I annex Drawings
of one modification as applied for obtaining the power of steam, but do not
confine myself to: these mechanical means only. as minor. parts may vary
according to circumstances, or otherwise.
Figure 1 is a longitudinal section of the machine taken vertically, the piston
being removed. Figure 2 is a transverse..vertical section taken through the
centre of the machine, the diaphragm and piston being removed. Fig. 3, is
another longitudinal vertical; section,, sliewing the cones, in plan, or as they
would appear in the engine, and the diaphragm and piston in the situation they
would-be in after making, a quarter of a revolution: from the situation shewn in
Figure 1. Fig. 4 is a detached plan view of the diaphragm and section of axle
and part of the piston;. Figures 5, 6, and 7, are partial views, shewing the
details of the piston and its attachment to the axle, and, diaphragm; Figure 8 is
an end elevation of the machine or engine.; Figure 9 is a front elevation of the
same; the letters refer to the same parts in each Figure. B is the main axle of
the machine, and on it is firmly fixed the diaphragm, and ball A, and within
the diaphragm, through the ball and on the surface of the axle, are the steam
passages a, a, commencing at the slot in the diaphragin at 6, b, and terminating
in the chambers F, F, respectively, the various arrows marked upon the
Drawings shewing the direction of the steam or fluids in their passage into,
through, and out of the engine. C is the body of the piston, and is keyed
on to the small shaft N, passing. through the centre of the axle and diaphragm,
which small shaft is adjusted and mounted by means of screws at the ends, so
as to permit a partial revolution on its axis. This small shaft or pin conveys
the strain
or pressure immediately from the piston to'. the axle B, and is
extended as far as possible to increase the base and ensure, steadiness of action.
The piston consists of its body part .C, which encloses a packing piece O,
pressed up against, the spherical, case, E, by a spring, and carrying on each of
its sides a rounded part on which the side packing 'P of the piston swivels, to
adapt its rubbing, surface to the inclined, plane of the cones D, D, as shewn in
Fig. 3, and these packings Pare kept tight by the same spring as that which
elevates the, packing O, this effect being consequent on the shape of the
packing piece O.. The tail pieces shewn at O* are the parts of the packing
in contact with the cups of the cones; p, p, are two pieces for packing
between the bottom of the piston and the sides of a hole in the axle, in which
it oscillates. In Fig..5 the amount of liberty or space allowed for the oscilla-

page_text: tion of the piston is-shewn. The, periphery..of, the diagram is rendered tight:
by two rings of metal L,.L, see Fig. 1, formed with an inclination on the sides:
in contact, with the diaphragm, and vertical on the others which are in contact
with the channel in the spherical case. E;, and, these are pressed into contact
with both surfaces by a coiled spring or other mechanical means. MM, are..
rollers moving round with the diaphragm, to assist in steadying-its, motion, and,
equilibrium, and are kept apart by distance pieces m, m, m; but these may be
dispensed with if desired. The cones are lettered D, and the packing of the,
culminating. lines, and also of the cupped cavity are shewn at K, and are
pressed forward against the diaphragm by springs k, or other mechanical means:
E is the spherical case, constructed in this instance in two pieces, and joined
together by means of flanges, bolts, and nuts, and has a channel cut out for the
periphery of the diagram and its packing L to revolve in, and also to contain
the rollers M; M, as before mentioned; e is a part of this, case,, and contains
the stuffing boxes R, R, to prevent the escape of steam from around the axle.
F, F, are the admission or exhaust chambers before mentioned, contained between>
the back of the cones D and the case E, and a pipe or passage.f, f, proceeds,
from each of these to a common slide valve G, and when the action of the engine,
is required to, bejchanged or reversed, the valve is moved by-a-handle, so as to
direct the current of the actuating, fluid entering from the pipe, H-to either side
of the piston, which at the same time opens the opposite side of the piston to
the exit pipe I... The engine is shewn fixed to a frame T. by straps u, v, &c., and
on its axle is placed a spur wheel S. from which power may be taken to actuate
machinery. Driving wheels may be attached at once on this axle for loco-
motive purposes on land, and paddle wheels or other, propelling machinery for
nautical purposes. For impelling, fluids, or obtaining power it may be more
simple to construct the passages of admission or exit of the elastic or other
fluid, either through the centre of the axle or through the periphery of the
diaphragm, or to continue: to extend the axle through one cone only to the cup
of the other. And I should use such adaptations where I considered them!
more, applicable to the object in view
...Another modification or manner of .adapting or applying the parts of my
improved machine or engine for obtaining rotatory motion is, so to construct.
and arrange the parts that the main axle or shaft B, and disc plate or diaphragm:
A, shall be rendered fixed or stationary, while the outer spherical case. E; or
cylinder and cones or side pieces D, shall be made to revolve by the action of
the steam or other fluid on the piston C, which, although kept from revolving
with the main shaft, will still have an oscillatory, or, vibratory motion on its
axis N, the parts.ee, turning in suitable bearings in the framework of the engine

page_text: supporting them. In this modification the actuating or motive power given
out by the engine for driving machinery may be taken from the periphery of
the spherical case by a band passed over a part of its surface, or a toothed
wheel formed thereon, taking into suitable driving gear, or from toothed wheels
mounted on either side of the machine, the minute details of which modification
will be well understood by any practical engineer when he has the main or
principal component parts given him; and as these details of arrangement and
construction may be varied at pleasure, it is not necessary for me to give any
Drawings or particular or minute detail of this modification. When working
the engine what is commonly termed "expansively," I intercept the admission
of the elastic fluid to the machine as required by means of a cutting-off valve
placed in any convenient situation, and worked by suitable gearing for opening
and shutting the same.
Having now described the nature, construction, and working of my improved
rotatory engine, I wish it to be understood that I claim as my Invention under
this head the novel or improved arrangement and construction of rotatory
engine or machine, as herein-above set forth and described, for obtaining
motive power, and impelling or forcing fluids, consisting of the main shaft or
axle, with the centre ball and diaphragm or disc plate, and its oscillating or
swaying piston, together with or in conjunction with the conical side pieces
and the spherical case, forming a chamber, in which these parts work together,
with various ways, chambers, or passages for the admission and emission of
steam or other vapours or fluids.
In witness whereof, I, the said Joseph Woods, have hereunto set my
hand and seal, this Twentieth day of November, in the year of our
Lord One thousand eight hundred and forty one