CERTAIN NEW AND USEFUL IMPROVEMENTS IN LOCOMOTIVES
Year: 1883

page_text: LETTERS PATENT to Henri Adrien Bonneville, of the British and Foreign
Patent Offices, 8, rue de la Chaussée d'Antin, Paris, France, Patent Agent, for
an Invention of CERTAIN NEW AND USEFUL IMPROVEMENTS IN LOCOMOTIVES;
a communication from Isaac Newton Forbes a person resident in Lawrence
County, in the territory of Dakota, United States of America,
COMPLETE SPECIFICATION filed by the said Henri Adrien Bonneville at
the Office of the Commissioners of Patents on the 27th March 1883.
HENRI ADRIEN BONNEVILLE of the British and Foreign Patent Offices, 8, rue
de la Chaussée d'Antin, Paris, France, Patent Agent, CERTAIN NEW AND USEFUL
IMPROVEMENTS IN LOCOMOTIVES communicated to me by Isaac Newton Forbes a
person resident in Lawrence County in the Territory of Dakota, United States of
America
The leading object of the invention is to produce a new and improved
locomotive, capable of running at higher speed, with less danger of accident, and
with less wear and tear to the track, and the running gear and at less expense
than locoinotives now in use for the same work. To this end a trochilic or rotary
engine of new and improved construction is used, having recessed abutment rollers
geared to rotate in unison with a piston wheel, one or more of these improved
rotary engines are mounted directly on an axle or axles of the locomotive so as to
apply the power directly thereto, thereby avoiding the loss of power. and other
injurious effects, which result from the indirect application of force in the use of*
reciprocating engines.
The size of the driving wheels, while increasing the speed of the engine may be
reduced, thereby bringing the center of gravity much nearer to the track, and
thereby reducing the lateral rocking or swaying movement, to which locomotive
of ordinary construction are subject especially at high speed, reducing strains in
passing around curves and eliminating a great cause of accident.
The engine cylinder is suspended from the locomotive frame by elastic supports
relieving the engine from the weight upon its axle bearings and compensating for
the irregular vertical pressure. The steam and exhaust pipes. are fitted. with
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page_text: flexible or jointed couplings to permit of play between the boiler and engine.
Torsion shafts are employed to hold the engine in position and prevent its
tipping.
The trochilic engine is divided longitudinally for convenience of application to,
and removal from the driving shaft or axle, while the wheels are fixed thereon.
The cylinder is also transversely divided into two or more parts, for convenience
of manufacture. The cylinder heads are likewise divided and their parts are held
together by threaded, rings, embracing semi-annular flanges prepared to receive
them, and by a main band around the outside thereof. The outer covers are
likewise divided and held together by bands. The rotary piston wheel is con-
structed with two or more rigid teeth and with abutment rollers of half the
diameter of the piston wheel, geared thereto so as to rotate in unison without slip
between their peripheries and recessed to permit the passage of the piston teeth.
Four fourfold oscillating valves perforated for the passage of steam or other
motor fluid for the purpose of balancing the pressure on their opposite quarters
are employed for starting, stopping and reversing the engine, said valves being
actuated through the medium of rigid arms on their shafts by a ring concentric
with the main shaft, carrying cogged segments, gearing with the segment arms of
the valves, and operated by segment levers under control of the engineers.
The abutment rollers are mounted in adjustable bearings and are pressed in
contact with the piston wheel by springs supported by set screws or otherwise.
The trochilic engine occupies almost the entire length of the axle between the
journal bearings of the locomotive. The piston wheels are concaved at each end
and the heads are made convex to fit, thus affording room for the end of the piston
wheel and piston teeth to extend over the inner portion of the main shaft engine
bearings, which are located in the heads, thereby affording. additional length and
piston area and capacity of engine, without increasing the diameter or length
thereof. In order to afford additional length of engine, if required, and sufficient
space for locomotive bearings, where the driving wheels are not of sufficient width
apart, then their inner surfaces are concaved and outer surfaces convexed, which
afford additional length of bearings, To afford sufficient length and area of
abutment roller bearings, consistent with room, as stated, between the locomotive
driving wheels and the gear wheels, upon the abutment roller journals, which gear
with the main shaft gear wheel, for driving the abutment rollers in harmony with
the space allowed; these abutment roller gearings are made concave or cup shaped,
to correspond with the main gears which are set in next the heads in order not to
interfere with the main bearings of the locomotive.
The inlet and exhaust openings are located in the upper portion at one side of
the engine cylinder casing, leaving the top bottom and ends free. Counter
balancing pistons are employed upon the opposite side of the engine, corresponding
in position and area to the inlet and exhaust openings, for the purpose of counter-
balancing the tipping effect, caused by the induction and eduction of motor power,
upon one side thereof, whereby an equal area of pressure is removed opposite to the
inlet and exhaust pipes and transferred to the counterbalancing pistons. The
pressure against these pistons is sustained by a cross-bar connected at each end by
rods with the locomotive frame.
The top of the engine is formed with a concave surface, concentric with the
bottom of the boiler, thus economizing vertical space and allowing the boiler to
come nearer the track. The bottom of the engine is provided with a protecting
casing which may contain elastic substance, if desired, which may be a non-
conductor of heat, within this is a chamber containing asbestos plaster of Paris or
other suitable non-conducting material. Suitable lagging of non-conductor of heat
is also provided on top of the engine, if required, and in some cases other parts are
also protected. The bearings of the engine shaft in the cylindrical heads are formed
of segments with inclined projections upon their backs, which extend through
mortises in their casing. The segments are adjusted radially inward by an
internally threaded cylinder or ring, rotated by means of a pinion and gearing and

page_text: working on screw threads, formed on the supporting frame work of the bearing-
segments, so that by imparting rotating movement to the cylinder, longitudinal
movement is also imparted to the same, thereby forcing the bearing pieces inward
as required. The pinion is operated by a screw gear, permitting the adjustment of
the bearings from the outside.
The chambers or cavities within the cylinder heads are filled with oil or other
lubricant, either with or without cotton waste or other capillary material. The oil
or lubricant is prevented from escaping at the joints by external covers to the heads,
and by collars on the axle, having cavities on their inner faces to accommodate the
heads of the keys by which the connecting gears are fixed to the axle; these collars
carry spring packing rings on their outer faces, forming oil tight joints against the
covers of the heads. The steam supply pipes extend from within the dome to the
outside of the boiler and around each side thereof, uniting at the bottom end
thence running longitudinally to the ports of the engines. Exhaust pipes are
located on each side of the inlet pipes, and along the sides of the boiler and connect
with blast nozzles in the stack, or discharge the steam in any preferred way, or the
position of the pipes may be changed if necessary.
Cocks for discharging water. of
condensation from the cylinders are operated simultaneously from the cab of the
engine, by means of suitable levers, rods, shafts and gearing.
In order to afford room for the steam supply pipes around the boiler, the
equalizing bars between the two drivers to which rotary engines are applied, are
located underneath the top or main bars of the frame on each side of the locomotive,
and are connected by hangers with springs, which, connect with the springs in the
usual way; the hangers may pass through mortises in the frame or upon the inner
side thereof or both sides if desired, and connect with the equalizing bar below.
The mode of suspending the cylinders, of the rotary engines from the main frame
is by means of coil springs around torsion shafts in addition to connecting rods and
crank arms connecting with the engine. Spiral or other springs or other elastic
force are connected with said shafts by ratchet wheels or otherwise by means of
which the strength of the springs or force may be accurately adjusted to the weight
of the engine, or the engine may be connected to, or suspended direct from the
boiler by the means of direct clastic suspensions with or without connecting rods..
The driving wheels on the same side of the locomotive are connected by coupling
rods, mounted on hollow wrist pins, containing oil, which is received from an oil
cup on top or otherwise, enters the axial cavity in the pin through a radial opening.
and is supplied to the surface in the usual manner. The wrist pins are arranged
90 degrees apart on respective wheels on the same axle as usual. The coupling
rods are elliptic in cross section, or of any shape desired, and are connected together
by flanged clamp plates and through bolts confining between their ends the two
parts of the wrist pin box, which are adjusted to the journal of the pin by keys set
up and secured by screws and nuts in customary manner, excepting that they are
upside down. By using on two coupled axles, single rotary engines, having the
piston teeth of one engine at an angle of 45 degrees from those of the other, as in
the present case, and at 90 degrees if but two piston teeth for each piston wheel
with cut off valves are applied, so that the piston teeth of one engine will be
between the ports and under full head of steam while those of the other engine are
passing their abutment rollers and inlet ports. By this means the effect of a double
engine is produced and dead centers entirely avoided, the same as though each was
a double engine. When more than two driving wheels are coupled together by
means of one connecting rod, it is advisable, in order to overcome irregularities of
the road bed, to provide said connecting rod with a joint near the crank pin for
vertical movement, or the present system of connecting engine and drivers may be
employed.
Parts of the invention which are applicable in common to locomotive and
stationary or other trochilic or rotary engines are made the subject of another
application of even date herewith.
In the accompanying drawings; Fig. 1 is a side view of a portion of a-

page_text: locomotive, illustrating the invention; Fig. 2 is a side elevation partly in section of
a driving gear of the same with the near wheels and most of the frame removed.
Fig. 2 is a similar view with the frame in position and one axle box in section;
Fig. 2b is an elevation of the frame illustrating a modification in its construction.
Fig. 3 sheet 2 is a vertical section of the said locomotive. Fig. 4 is a plan view of
the running-gear and connections with boiler removed. Fig. 5 sheet 3 is a
horizontal section of a rotary or trochilic engine applied to the axle of a locomotive
showing portions of the connecting rods. Fig. 5ª is an enlarged view of a portion of
the outer cover and packing ring in which it fits and collar or ring which is fitted
tight to the main shaft against the hub of the gear wheel in which ring the packing
is fitted and secured firmly. Fig. 6 is a vertical section of figure 5, including a
portion of the boiler, the plans of section being longitudinal to the engine proper
and transverse to the locomotive. Fig 6 is a section in the same plane of the
upper portion of the engine cylinder, illustrating a modification in the steam
passages, with the non-conductor covering in place. Fig. 7 sheet 4 is a transverse
section of the engine proper in the plane of the induction pipe on the line 7, 7,
fig. 12. Fig. 8 is a vertical section of the same, in the plane of the exhaust pipe
on the line 8, 8, fig. 12. Fig. 9 and 10 are vertical transverse sections on the
lines. 9, 9 and 10, 10, fig. 13 in the planes of the induction and exhaust pipes,
respectively illustrating a modification in the steam passages in the upper portion
of the cylinder casing. Fig. 11 sheet 5 is a view in plan and in elevation of a bar
employed to sustain the pressure of equalizing or counterbalance pistons, as.
bereinafter described, to prevent unequal lateral pressure upon the cylinder casing.
Fig. 12 is a horizontal section through the supply and exhaust steam passages on
the line 12, 12 fig. 7 and 8. Fig. 13 is a horizontal section through the supply
and exhaust steam passages on the line 13, 13, fig. 9 and 10, illustrating the
modification before referred to. Fig. 14 sheet 6 is an elevation partly in section
of a divided head bolted and banded with reversing valve gears and adjustable
gear, the cap of the latter being partly broken. Fig. 15 is the same as fig. 14
with the bolts left out, with a part of the main gear shown on main shaft, and
abutment roller gear on one abutment, with half of main shaft bearing and its
casing in section and part of the head. Fig. 16 is an outer view of the opposite
head divided vertically, showing the reverse-valve-gear and adjustable worm shaft.
Fig. 17 is an elevation of the outside cover of one of the heads divided vertically
and banded, partly broken. Fig. 18 is a section of the line 18 fig. 15 of a device
for holding the screw cap in position: Fig. 19 is a section of the same on the
line 19 fig. 15. Fig. 20 is a section of a portion of the valve reversing gear on.
the line 20, fig. 16. Fig. 21 is a section of the opposite head of the engine
showing a different form of lever on the line 21, fig. 14 and 15 than that shown
in fig. 21. Fig. 22 is a section of a portion of the head and one of the valves and
reversing gear on the line 22 fig. 14. Fig. 23 sheet 3 is a view of a valve partly
in longitudinal section with one of the packing strips or working faces thereof
separate. Fig. 24 is a longitudinal section on the line 24, fig. 29, of an oscillating
valve within its seat or casing. Fig. 25 is a longitudinal section of the same on
the line 25 fig. 29. Fig. 26 and 28 represent details of the valve and its
accessories. Fig. 27 is an end view of the same. Fig. 29 is a transverse section
thereof. Fig. 30 sheet 7 is a sectional view on the line 30 fig. 14 of one of the
heads showing the adjustable bearing segments of the main shaft. Fig. 31 is a
longitudinal section on the line 31, fig. 15 of the housing or bearing case in which
the bearing segments are held. Fig. 32 is an end view of the assembled bearing
segments. Fig. 33 and 34 are longitudinal sections of two of the said segments under
different modifications on the lines 33, 34 of fig. 32 respectively. Fig. 35 is a
plan view of a worm shaft and gear employed for adjusting the bearings as
hereinafter described. Fig. 36 is a longitudinal section of the steam supply and
exhaust pipes of the locomotive, with engine connections. Fig. 37 sheet 5 an
under side view of the boiler pipe connections, under different modifications..
Fig. 38 is a vertical longitudinal section of a portion of the engine showing the

page_text: cocks for discharging water of condensation. Fig. 39 sheet S is a perspective
view of a torsion shaft, for sustaining the engine in its position, showing a portion
of the frame on which said torsion shaft is mounted and the suspension arms and
rods by which the engine is connected therewith as hereinafter described; also
showing springs, for sustaining the weight of the engine. Fig. 40 is a horizontal
plan of one end of the torsion shaft, frame and spring, showing the bearing and a
portion of the arm in section. Fig. 41 is a plan of the other end of the torsion
shaft and its accessories. Fig. 42 is a longitudinal section of a portion of said
shaft, showing ratchet collar, ratchet wheel, spring connections and a portion of
shaft in section. Fig. 43 is a face view of a ratchet wheel for connecting the
said shaft with the torsion spring. Fig. 44 sheet 7 is a horizontal section on the
line 44 fig. 45 of a helical spring employed in addition to the coiled spring.
Fig. 45 is a vertical transverse section of the same on the line 45 fig. 44. Fig. 46
sheet 2 is an elevation of a device for communicating simultaneous rotation to the
water cocks. Fig. 46° is a vertical section of a portion of the same. Fig. 47 is a
vertical section on the line 47, fig. 46, showing also a transverse section of the
equalizing bar by which the locomotive frame is supported from its springs.
Fig. 48 is an inside view of the device shown in fig. 46 for operating the water
cocks simultaneously, Fig. 49 sheet 8 is a partial face view of one of the driving
wheels, showing the crank or wrist pin, its bearing and portions of the connecting
rods in section. Fig. 50 is a horizontal section of the same.
The boiler 1 of a locomotive may be of the customary tubular type, with a steam
dome 2 and steam pipe extending outside. A supporting fraine' is shown at 3, 4
consisting of an upper and lower bar or member on each side of the engine,
connected by legs 5, which, as illustrated in fig. 2 may be in one piece with the
parallel bars 3 and 4 of the frame, when but two pairs of driving wheels are used
in connection; clamp bars 6 being applied beneath the pedestals and bearings
secured by bolts to a brace bar 4, constructed in the usual form. When more than
two pairs of driving axles are used in connection, a frame may be made as
illustrated in fig. 2b, if desired, as it is an easier method of construction; with the
brace bars 4 in a separate piece to be bolted together with the clamp bars 6 to
horizontal feet at the lower ends of the legs 5. The separation of the brace bars is
for facility of manufacturing. An equalizing bar 7 is secured to the upper or main
horizontal bar 3 between the two parallel bars of the frame, and connected at its
ends by hangers 8, to springs 9, which may be of customary construction, and unite
with the springs the same as usual. A hanger may pass through the upper
portion of a main frame, mortised to suit, and swelled out, or the hangers may pass
around inside or both sides, if necessary, and connect with an equalizing bar. The
springs rest in standard 10 on the main bearings 11 of the axles 12 in the usual
manner. The driving wheels 13 are secured to the axles as usual. On the central
part of each axle a piston wheel 14 is secured by a key 14° Said piston wheel
carries teeth 15 provided with packing strips 16 which are pressed outward by
springs 16, in contact with the inner surface of a cylinder 18 in which a piston
wheel is fitted to revolve. On the axle are.also keyed cog wheels 17, preferably of
helical form, geared with corresponding pinions 18 on abutment rollers 19, which
abutment rollers have recesses 19° to receive the piston teeth 15 and allow them to
pass in their revolution, and by the geared connections are caused to rotate in
unison with a piston wheel, without slip between their peripheries. The abutment
rollers are preferably one half the diameter of the piston wheel and the gear wheels
are correspondingly proportioned, so that the abutment rollers will make two
revolutions to one of a piston wheel, adapting two recesses in the abutment rollers
to pass four teeth on a piston wheel at each revolution of the latter, The speed of.
the peripheries of a piston wheel and their abutment rollers must be exactly the
same, though in this case the periphery of the former is twice that of the latter.
The abutment rollers are pressed forward in contact with the periphery of the
piston wheel by followers 20, acting on the movable portions 21° of the bearings 21
of the abutment rollers, which followers are provided with collars 22, to receive the

page_text: pressure of springs 23 and 23ª, which have their rear bearing or abutment in screw
cap 24, screwed in from the outside and held from unscrewing by spring catches 25.
Renewable bearings 26 are placed within the abutment roller bearing casings.
These bearings may be of Babbitt or other suitable metal poured in, or other metal
dressed to suit, may be employed for this purpose. The top of the engine cylinder
casing 27 is concaved, parallel with the convex under surface of the cylindrical
boiler, as illustrated in figures 6 and 6ª, in order to bring the center of gravity of
the locomotive as near the track as possible. To give sufficient length to the
journal bearings of the abutment rollers and proper depth of pinion, consistent with
the space allowed, the pinions of the abutment rollers are made concave or cup
shaped on their inner faces. This form allows the main gear wheels to be placed
closer together and thus affords, in connection with the concavity of the inner
surface of the driving wheels, additional room for the external or main bearings of
the axle of the locomotive. The engine is provided with fourfold paired reversible
valves 28, 28, 28", 28, each having four steam cavities 29, 30, 29, 30, and
arranged in close proximity to the abutment rollers 19 on each side thereof and in
diametrically opposite pairs connected by radial opening 29, 30, figures 23 to 29,
for the purpose of balancing the pressure on opposite sides of the valve. The
valves are oscillated or rotated one eighth of a revolution for the purpose of
reversing the engine. The live steam passages are shown at 75%, the exhaust
passages at 80, fig. 7 is a transverse section in the plane of the inlet and upper
live steam passages at 7, 7,. Fig. 12 and fig. S a similar section in the plane of the
upper exhaust passages 8, 8, fig. 12 representing the preferred arrangement of said
passages. Figures 9 and 10 are corresponding sections on the lines 9 and 10
respectively, fig. 13 illustrating a modification.
i
Fig. 12 is a longitudinal section (at 12, 12) of the form of cylinder casing shown
in figures 7 and 8. Fig. 13 is a section (at 13, 13) of the form of cylinder casing
shown in figures 9 and 10.
The construction represented in fig. 7, 8 and 12 is preferred on account of being
more easy to cast, whereas the construction shown in fig. 9, 10 and 13 while more
difficult to cast, may possess advantage of avoiding loss by radiation, by having
the live steam passages covered to a greater extent by the exhaust passages. In
the position shown in fig. 7, 8, 9 and 10 the opposite valves 28, through their
cavities 29 afford communication from the live steam openings 75" to the interior
of the cylinder while the valves 28 through their cavities 29 open communication
from the interior of the cylinder to the exhaust passages 80 whereas, one eighth
of a revolution, imparted to all the valves simultaneously, will reverse them so,
that the pair of valves 28 become the exhaust valves, and 28ª, the inductive valves,
thus reversing the engine. This oscillating movement or partial rotation is
imparted to all the valves simultaneously by gearing, such as illustrated in fig. 14,
15, 16 and in detached sectional views in fig. 20, 21 and 22 in which 31 are arms
projecting inward from the valves, carrying cogged segments 32, gearing with a
cogged ring 33, concentrical with the piston wheel and moved by a cogged segment
and arın 34, keyed on a rock shaft 35, extending longitudinally from end to end
of the engine, and connecting similar valve gear on the two ends of the cylinder.
A shifting bar or lever 36, see fig. 14, 15 and 21 being an extension of the lever 34,
which passes through a recess in one head beneath the outer cover, forming a close
joint in which they play, the upper end being connected and operated by a rod 97,
as hereinafter described. A different form of lever for the same purpose is shown
upon the opposite head in fig. 16 and 20. The lever is fixed to the rock shaft 35
and operated by a connecting rod 97, from the cab of the engine as hereinafter
described. The upper surface of the engine is provided with a protecting casing 47
containing a non-conductor of heat. A protecting casing 48 is applied to the
under surface, forining a fender and had better contain an elastic substance for the
better protection of the engine, and likewise containing an internal chamber 49 for
the reception of a body of any suitable non-conducting material, as for example,
asbestos plaster of Paris, or the like. In order to hold and brace the engine

page_text: cylinder against turning by the power applied to turn the axle and at the same
time relieve the axle of the weight thereof, it is supported from the locomotive
frame by elastic connections, which will now be described. Parallel horizontal
suspension bars 61 are secured to the sides of the cylinder casing by clasps 62
which extend over the flanges or projections of the longitudinal joints 43, the
whole being firmly secured together by screw bolts and nuts 69. To the ends of
the horizontal suspension bars 61 are hinged hangers 64, jointed at the upper ends
to the extremities of crank arms 65 projecting horizontally from a torsion shaft 66;
which is adapted to turn in bearings 67, securely bolted to the main rail of the
locomotive frame, as shown in fig. 3, 4 and 39. The object of this torsion shaft is
to hold the engine in its proper position, relative to the boiler and other parts of
the locomotive and prevent it from tipping at all times. These torsion shafts must
be constructed of sufficient size and strength to withstand the torsion brought to
bear upon them, especially when the motor power is applied to drive the engine to
and fro; at the same time permitting the required vertical motion between engine
and boiler. The torsion shafts may be operated in combination with spiral and
auxiliary springs, or either, with their appertenances hereinafter described; or they
may be employed entirely independent of these springs. Spiral springs (which
may be of any preferred form) are shown at 68 and 69. Each secured at one end
to the shaft. bearings or brackets 67, and at the other end to ratchet or serrated
wheels, engaging with corresponding ratchet teeth on collars 71 on the torsion'
shaft 66, so as to secure and hold the same. In the periphery of the ratchet
wheels 70, are holes 72, see fig. 39, to receive a spanner, by which the said ratchet
wheels may be turned as required, to set the springs 68, 69 to any necessary
tension. In practise the weight of the engine being known, a spanner is used
with an arm, bearing a certain ratio in length to the crank arms 65, when by
applying a definite draft or force to the end of said spanner, determined by a.
common spring balance or dynamometer, the springs are readily set to a tensión,
exactly corresponding to the weight of the engine. Supplementary springs may
be applied to the shaft, as shown at 73 fig. 4, 44 and 45, or either form of spring,
or other suitable form of spring or elastic substance may be used alone, as preferred.
These suspending springs may, if desired, make direct communications between the
boiler and the suspension bars 61.
The auxiliary spring 73, shown in detail in fig. 4, 44 and 45 is a flat coiled
spring. Its inner end is welded to a ring which slips over the center portion of
its casing, and is pinned thereto from within, sufficiently to hold it from turning,
or the end of the spring may be rivetted to the ring without welding, if desired.
The outer surface of the casing 44, in which the spring rests is made separate and
screws upon the end of the tube thereof and is firmly held in place; with spring.
in position upon the end of the torsion shaft turned and fitted for that purpose.
A projection with a serrated face upon the inner side thereof, corresponding with
a serrated ring, first placed in position upon a feathered key which is bedded in
the hub of the crank arm 65 on the torsion shaft 66, permitting a longitudinal
movement on for throwing it in, or out of gear. The spring 73 can, by these
means, be tightened to its proper tension. When the serrated ring 53 held in gear.
with the spring casing, by means of spring behind the ring or by piece of wire or
cord wound in the space behind the back of the ring, the spring casing is held in
gear and is prevented from turning on the shaft. The outer end of the flat
spring 73 is hinged to a bolt extending through a frame, fitted to the rail 3 of a
locomotive frame. This class of springs may be used in combination with the.
spiral springs 68 and 69 around the torsion shaft 66 as shown in fig. 4, 44 and 45
or they may be used independently. The steam supply pipes are shown at 74,
conveying dry steain from the steam dome 2, of the boiler, to the engines.. The-
said steam supply pipes 74 extend to the outside and down on each side of the
boiler and pass along the center to as many of the rotary engines as may be.
employed beneath the boiler on the axles of the locomotive, one or more.
practise, two engines are employed one on each axle, the wheels of these axles
In'

page_text: .
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coupled together, and of two other axles, if required, one in front and one behind
these to which the engines are applied. More or less of the wheels may manifestly
be coupled to serve as drivers, if desired. Steam enters the engine cylinder
through a passage 75 at the top of one side therefore, the natural effect of which
would be to apply an unbalanced pressure at its opposite side, equal to the pressure
of steam on an area equal to that of the steam pipe 84. To eliminate this
unbalanced pressure, which would tend to tip or turn the engine on its shaft, a
counterbalancing piston 76, fig. 7 and 9 is employed, connected by a piston rod 77,
to a horizontal bar 78, attached at each end to a tie rod 79, fig. 2 on each side of
the locomotive, which tie rod from the two engines are united together and to the
frame of the locomotive by a transverse bolt 79, permitting the angular movement
demanded by the vertical motion of the locomotive frame relative to the running
gear. The exhaust is delivered through openings 80 on about the same level as
the induction passage 75, and the said pressure which would be represented by the
area of the exhaust openings 80, is counterbalanced by pistons 81, similar to the
pistons 76 described, for counterbalancing the pressure, with relation to the steam
passages, and connected by rods 82 with the same horizontal bar 78. The
pressure against the pistons 76 and 81 is thus sustained completely outside of the
engine cylinders and without any tipping effect thereon.
In order to permit the necessary relative movement between the boiler and
engines, the steam and exhaust pipes are furnished with the coupling joints
illustrated in fig. 36, in which 74 represents the main steam pipe around the boiler,
and 83, exhaust pipes leading from the engine cylinder and conducting the
discharged steam to exhaust nozzles in the stack of the locomotive, or to any
preferred place of delivery. 84, 85 represent pipe sections, introduced in the steam
and exhaust pipes respectively and connected therewith by ball and socket
joints 96, to permit the relative movement already referred to between the two
parts of the respective pipes. By applying inlet and exhaust steam pipes at
opposite sides of the cylinder, these counterbalancing pistons may be dispensed
with. Cocks for the discharge of water of condensation are shown at 86 in fig. 2
and at 86, 86ª, on each side of fig. 38. They are operated by shafts 87 furnished
with sliding couplings 88 to permit the relative vertical movement already referred
to between the locomotive frame and the running gear, and having on their upper
ends beveled pinions 89, gearing with a beveled wheel 90 one of which wheels 90
is keyed on each end of a horizontal shaft 91, extending from side to side of the
locomotive and having a crank arm 92 connected by rod 93, lever 94 and rod 95,
with the cab of the locomotive so that all of said cocks 86 and 86ª on both ends of
the engine or engines may be opened or closed simultaneously by the engineer.
The cocks 86 on one end of the engines communicate with the exhaust passages of
the cylinder while 86 on the other side, communicate with the live steam passages.
The exhaust water cocks 86 are two-way cocks, as shown in fig. 38, so as to be
opened by one half of a revolution in either direction, whereas, the live steam
water cocks 86" are single way cocks. Fig. 38 shows the discharge cocks 86
and SC both open. It will now appear that one quarter of a revolution applied
simultaneously to the two cocks will close them both, or that a half revolution
from the position shown in fig. 38 will open the cock 86, and close the cock 80.
This provision for opening the water discharges connected with the exhaust
passages, while those connected with the live steam passages are kept closed, is for
the purpose of discovering a possible leakage of steam in the engine, which would
result in the direct and continuous passage or escape of live steam through the
exhaust passages and cock 86. This would at once be detected by the Engineer
and would enable him to obviate the difficulty by tightening up the abutment
rollers.
For stopping, starting or reversing the engine or engines, the required movement
is. communicated to the valves of the engines simultaneously, by means of a rod 97,
extending from the cab of the locomotive to arms or levers 36, figs 2, 14, 15 and 21,
which is an extension of the arms 34; thence through the recess in the projection

page_text: of the head under the cover out to receive the rod 97, whereas the lever 36ª is a
separate lever and connects to the rock shaft 35 outside of the outer cover through
which the shaft passes. (see fig. 20)
In order to carry the valve operating connections past the steam pipe
projections at the central part of the boiler, supplemental levers 99 are employed,
projecting downward and connected at their lower ends by a rod 100. If
desired, the connecting rod 97 may be extended continuously along the boiler and
connect the two levers 36 of both engines, by being bended outwardly around
the projecting steam supply pipe which runs vertically around the boiler, or it
may pass through this projection through a proper tubing. By coupling
together two shafts with a single rotary engine mounted on each, with the piston
teeth of the respective wheels, alternately in position, so that the teeth in one
cylinder will be under the full head of steam pressure, while those in the other
cylinder are passing the abutment rollers and inlet parts; the effect of a double
engine is produced without the necessity of constructing it thus, effectually avoiding
dead centers. The crank pin on the respective wheels of each axle are set
90 degrees apart as usual. The mode of coupling together the wheels on one side
of the locomotive is illustrated in fig. 1, 4, 5, 6, 49 and 50, the last two figures
showing the coupling devices in detail on a larger scale. Hollow wrist pins are
employed having shoulders fitting in a recess in the outer face of the wheel. The
open inner end of the hollow wrist pin receives a screw plug 103, the head of flange
of which rests on a shoulder 104, on the inner face of the wheel, so as, when turned
in to draw the wrist up firmly to its seat. A longitudinal pin or pins 105, hold the
wrist pin against rotation and a spring catch or bolt 106 in the head or flange of
the screw plug 103, engaging with a notch or aperture prepared for it in the
inner periphery of the plug seat in the driving wheel secures the said plug against
loosening. The axial opening in the wrist pin 102 communicates through a radial
hole 107 with or without a circumferential groove 108 in the bearing of the wrist,
and with an oil cup 109 mounted in the upper clamp plate 110 by which the
coupling rods 111, 112, are connected together on the box of the wrist pin. The
two clamp plates 110, 110° are formed on their inner faces with tongues or
projections 113, 114 fitting in corresponding grooves in the upper and lower faces
of the coupling bars 111, 112. The tongues or projections of the clamp
plates 110, 110 receive the bolts 115, 116; the loss of metal by the bolt holes is
compensated by the extra depth of the tongues 113, 114, so that the strength of
the clamp plates is not impaired. The endwise strain is taken by the
tongues 113, 114, the bolts 115, 116, serving to keep the clamp plates firmly in
their seats, while the tongues 113, 114 relieve the bolts of any transverse strains.
The bearing 117 of the wrist pin is made in two parts and is set up to the journal
or wrist pin by the action of keys 118, bearing against steel plates 119, and.
provided with screw shanks 120, extending upward through a yoke 121, above
and below of which are lock nuts-122, 123 on the screw shanks 120, for tightening
and securing the keys as usual. The shank 120 of the keys are preferable placed
above the clamps and bearings, as herein shown, as the downward projection of
said shanks and of the yoke 121, underneath coupling rods would be impracticable
or undesirable with the small driving wheels employed in the improved locomotive.
A fender for the protection of the heads of the keys may be applied, if
desirable, below the lower clamp plate 110%, secured by bolt heads or nuts and
having mortises through which the keys 118 may pass. The driving wheels are
dish-shaped as shown in fig. 5, 6 and 50 in order to afford the greatest possible room
for the rotary engine, lengthwise of the axle, and to afford the greatest possible
area for pressure on the piston teeth without increasing the diameter of engine and
to afford the requisite length of locomotive bearings, Key boxes 14, see fig. 5 and 15
receive the keys 117 for securing the gear wheels 17, on the axles. Rings 124,
see fig. 5, 5 are recessed in their inner faces at 117" to accommodate projecting
heads of the keys. This ring fits tight on the main shaft and the gear wheel hub,
forming an oil tight joint therewith. (Upon the outer surface is a spring packing

page_text: ring similar to that in the recess. in the head for the rim of the piston wheel to
work against.) This packing ring fits the surface of the outer cover of the head
and forms oil tight joints to each end of the engine. The ring and a portion of
the outer cover are shown in detail on a larger scale in fig. 5. The axle bearings
within the cylinder heads are constructed as shown in fig. 5 and 6, and 30 to 34
inclusive, with segments, 125, having wedged-shaped or inclined projections 126, on
their backs, engaging in radial openings 127, in a casing 128 fig. 30 and 31 within
which the said bearing segments 125, are held and guided. A cogged ring or
cylinder 129 surrounds the casing 128, having inclined inner faces, which bear on the
wedge-shaped projections 126, so that a longitudinal movement of said ring 129 will
force all the bearing segments 125 radially inward, To impart this longitudinal move-
ment of the ring 129 it has an internal screw thread as shown in fig. 30, engaging with
.an external screw thread 130 fig. 31 on the casing 128 and said ring is furthermore
provided with a cogged rim 131, which engages with a pinion 132, said pinion
being keyed or otherwise secured to a short shaft 133, the inner journal of which
rests in a bearing in the ring 130b (see fig. 30 and 31) which shaft is provided
with a worm pinion 134, which derives rotation from an endless screw 135 on the
shaft 136 see fig. 14, 15, 30, 35 extending to the exterior of the casing, so that by
means of a suitable key or wrench the entire series of bearing segments 125, may
be set up to the journal from the outside. The bearings are thus adjusted as they
wear and when necessary, are readily renewed by re-babbitting them on their
faces, if babbitted segments are used, or made solid of the best box metal and
replaced by new pieces when worn too much. All should be renewed or replaced
at the same time, in order to maintain an exact and continuous central position of
the piston wheel to the cylinder. The main shaft or axle is preferably made
hollow to a limited extend to add efficiency thereto, and if desired, the hole therein
may be supplied with oil and have fine radial holes to lubricate the engine
bearings. If oil or other lubricant is used within the axle, the ends of the opening
should be plugged and a radial hole provided at each end extending through the
hubs of the wheel or diagonally outside, with small removable lock screw plugs, at
each end on the same sides of the wheel, the one to receive the oil and the other
at the opposite end to act as vent opening. The piston wheels are concave at each
end, as represented in fig. 5 and 6 in which the main shaft bearings of the engine
.are inserted in their respective heads; the object of which is to extend the length
of the piston teeth as much as possible with the least length of engine and thus
allow for the greatest piston area with the least diameter of piston wheel and to
bring the center of gravity of the locomotive as low as possible and give just
sufficient space to clear the engine from. obstructions on the track, when small
wheels are preferred. The heads contain all the bearings of the engine and being
cast hollow for reservoirs for oil or other lubricant, which can be continually
supplied, thus insuring constantly lubricated bearings. The inner projections of
the beads which sustain the ends of the main bearings fit the main shaft and the
recess in the end of the piston wheel. The rim of the piston wheel fits a recess in
the head which may extend a short distance in or may come flush therewith in
which is fitted a spring packing ring forming a steam tight joint against the rim
of the wheel. This ring is allowed a play beneath, which prevents the possibility
of end binding of the piston wheel. Renewable end surface pieces for the piston
teeth to work against are inserted in recesses in the heads, in which they fit with
tongues and grooves to fit each other, see fig. 5, 6 and 30, for the illustration of
this. These surface pieces are dowelled to, the head to prevent them from
_turning. The heads are also dowelled to the respective cylinder or casing to
assist in securing correct position. The engine being divided through the center
to enable it to be put on and off the axle when the wheels are on it, therefore
differs in that as well as in other respects from those described and claimed in
.another application of even date herewith. The head covers and the bearing
casings are divided as shown in fig. 5, 6, 14, 15, 16, 17, 30 and 31. The parts of
these heads are all bound together with heavy bands 144 as are also the outer

page_text: dovers. They may all be divided either longitudinally or vertically and bolted
if desired. The heads are also banded inside and bearing casing outside 130°
being the outer band which screws on the flange of the bearing casing 128,
and sustains its outer surface. This band also forms a bearing for reversing
ring 33, and holds it in position; threaded pins 130d, see fig 31 are inserted through
the casing flange and into the ring to prevent it from unscrewing. The inner pro-
jections of the heads are held together by a ring 130c which screws upon the
projection or flange thereof and holds it firmly. The ring is held from unscrewing by
a hollow plug 130 threaded inside to be removed when required, see fig. 6 this plug
is upon the upper side of the inner flange and prevents the ring from unscrewing.
The beads having been placed in position upon the shaft, with the engine casing
thereon, when the bearing casing complete with all the adjustable bearings, band
and reversing gear complete thereon is secured in the head. The outer portion
being firmly screwed thereon, it is held from unscrewing by threaded pins 130g
see fig. 30. The main pipe 74 extends from the dome 2, within the boiler opposite
the space between the engines, if two are employed or to the same relative position
for either as may be required out of the boiler around the bottom of the same, and
then unites with one or more main branch pipes according to the design and
number of engines employed conducting steam to the same. These live steam
pipes are provided with two short pipes 84 each, see fig. 36; they are connected
with the main pipe 74 and with the engine connection 75 by ball and socket
joints 96, the ends connecting in the center are united with stuffing-box upon one,
the rim of the other fitting therein in the deep recess extending beneath the
stuffing box (to permit of end play and not permit the packing to get beneath)
where packing is inserted in the box and the gland screwed up which permits of
end motion as well as vertical and lateral motions without leakage. The short
pipes 84 and gland, also the two short pipes 84° outside which form protection of
steam from radiation of heat, are all secured in their relative position to each
other by the lock spring bolt 145, see fig. 36, which passes through them. The
collar of the bolt fits the hole in the flange upon the outer part of the stuffing-box,
the inner end being turned smaller upon which a coiled spring fits, which sits in
the hole and permits end play to the bolt, the hole being of sufficient depth. The
gland being screwed in, the spring and bolts are inserted, when the pipes which are
telescoped, are pulled out and screwed together, threads being upon the outside of
one and the inside of the other for that purpose, and a hole is then provided to fit
the outer end of the spring.plug, which passes therein up against its shoulder and
secures all in their relative positions. And as a further protection a canvas or
other covering 84d is provided for the better protection of heat. The socket joints
are made of two pieces, the branch of the main pipe 74 or the branch of the engine
connection 75, as the case may be, with a nut 74f, fitted to each and bored out
the proper size and shape to fit the ball joint 96 upon the respective ends of the
two pipes; water grooves being turned in each surface of the joint to assist in
holding condensed water for lubricant and securing tight joints. These nuts are
held from unscrewing by spring catches 84% and 84h at the respective ends, all of
which are shown in figure 36. The exhaust steam pipes extending from the engine
back to the outer surface of the main pipe 74, are similarly constructed in all
particulars to the main steam pipes 74 and 84, just described, except that there is
no gland in the center connection of one, there is an outside piece 85ª which
extends further along the pipe and is screwed on or rivetted firmly thereto, forming
a deeper recess than by means of other methods. In the recess rests a coiled
spring over which rests a ring, packing is placed above the ring, against which the
end of the pipe rests and allows of end play. It shows inodification of construction
of the stuffing box only, see fig. 36. The connection pieces 75 and 80 to the sides
of the engines are covered with metallic or canvas casings which are secured to the
engine under the upturned parts of edges of the outer non-conductor covering
shown in fig. 7 to 10 inclusive, and to the steam connections 75, 80 by staples in
the flanges in which they are fitted, shown in fig. 4 and in detail in fig. 36, which

page_text: staples passing through slots in the covering, hold the casing in position and
thereby protecting steam from loss of heat. The exhaust pipes 83 return, from the
engine to the outer surface of the main pipe. 74, thence along its surface for a short
distance and then. branches off each side of the boiler to which it is rivetted or
secured as shown in fig. 1, 2, 2, 3 and 37 to the nozzle in the smoke stack.
To. prevent loss of heat from the boiler by the exhaust steam a thin sheet is
placed beneath the flanges of the exhaust pipe, which sheet set a little out from
the boiler in the pipe and may have, if desired, a non conductor of heat between
them and the boiler shown in the broken ends of exhaust pipe shown in fig. 1, 2
and 2ª..
One engine may be used on one axle of the locomotive, for light draft or an
engine of increased proportions may be employed on one axle, if greater capacity
is required. A double engine with teeth alternately arranged may be used, the
teeth being two to each piston wheel where a cut-off is employed, so as to work
the steam expansively or four on each wheel where cut-off is not employed. A
single cut-off engine may be used on each of two or more shafts coupled together.
One device and modification thereof of my cut-off engines have been described in
another application of even date herewith; more applicable direct to stationary
rotary engines, and for the present, using the non cut-off engine for locomotive
is preferred. Where double engines are used connecting rods may be dispensed
with.
Having thus described the nature of the said improvements and the manner of
carrying them into effect, I claim :
1 In combination with the frame, axle and driving wheels of a locomotive, a
toothed piston wheel keyed or fixed on said axle, a cylinder or casing attached to
said frame by elastic connections, two abutment-rollers running in bearings in said
casing geared to the piston wheel so as to rotate in unison therewith, and recessed
for the passage of the teeth thereof, and suitable reversing valves, substantially as
and for the purposes set forth.
2nd In combination with the frame, axle and driving wheels of a locomotive,
a toothed piston wheel keyed or fixed on said axle, and a bisected or divided casing
enclosing the same; bisected beads and recessed abutment-rollers, operating in
unison therewith, substantially as and for the purposes berein set forth.
3rd In a locomotive having a rotary engine with counterbalancing pistons
arranged to counteract the pressure of the steam from the inlet and exhaust pipes
on the opposite sides thereof, corresponding in areas to the areas of the respective
pipes, substantially as and for the purposes set forth.
4th In a locomotive having a rotary engine with counterbalancing pistons
arranged as described, in combination with the piston rods 82 and 77 and bar 78,
rods 79 and pivot or hinged bolts 79° substantially as and for the purposes set
forth.
5th In a locomotive having a rotary engine with bisected bearing housing, secured
and described, in combination with the adjustable segmental main shaft bearing
and are adjustable toothed ring and pinion, operated by means of a worm and
gear, substantially as and for the purposes set forth.
6th The combination with the driving axle, toothed piston wheels, recessed
abutment rollers and casing with the body of a locomotive, of the reversing
valves 28, 28, segments and arms 31, 32, toothed ring 33, concentric with the
axle and having toothed arms with which the toothed valve, levers, mesh, segment
arms 34, rock shaft 35, levers 36 and 36° and suitable connections to enable the
simultaneous operation of the valves from the cab of the locomotive, substantially
as set forth.
7 The combination in a locomotive of two or more axles and their driving
wheels, connected by suitable coupling-bars or rods and toothed piston-wheels,
fixed on the respective axles, recessed abutment rollers, geared to said piston
wheels, casings within which said toothed piston-wheels and recessed abutment
rollers, rotate in unison, and suitable reversing valves, the teeth of one of said.

page_text: piston wheels being arranged to pass the abutment-rollers and steam inlet ports
while those of another or other of the piston wheels are under full steam pressure,
substantially as and for the purposes set forth.
8th The combination with the boiler and one of the axles of a locomotive, a
piston wheel keyed or fixed on the axle and a casing therefore, connected to the
frame and having a concave upper surface, parallel or nearly so with the under
surface of the boiler, so as to reduce the vertical space occupied by the rotary
engine and bring the boiler or body of the locomotive nearer the track, substantially
as set forth..
9th In combination with a rotary engine, mounted on an axle and secured to
the frame of a locomotive, the fender 48, encasing the bottom of the engine
cylinder and secured thereto at front and back, substantially as and for the purposes
.set forth.
10th In a locomotive the combination of a driving axle, a toothed piston wheel
keyed or fixed thereon, abutinent-rollers geared to the piston wheel to rotate in
unison therewith and recessed for the passage of the teeth thereof and a casing
containing cylinders for the said piston-wheel and abutment rollers, connected to
the running gear frame and having steam inlet connections 75 and exhaust
connections 80 at front or back of the casing tangentially or nearly so to the
piston-wheel, substantially as set forth.
11th A locomotive with a rotary engine having a bisected casing constructed
as described with projections for securing suspension bars 61 by means of clasps 62,
substantially as and for the purposes set forth..
12th In combination with a locomotive a trochilic engine or engines having
piston-wheel or wheels and abutment rollers with adjustable bearing pieces for their
journals with automatic followers and springs, for securing the surfaces of the
abutment-rollers to the piston-wheels, for the purposes set forth.
13th The bisected and banded outside and covers for the cylinder heads for
protecting gearing therein and forming oil chambers in combination with a
locomotive rotary engine, substantially as set forth.
14th A locomotive having a rotary engine with bisected heads made hollow to
form closed chambers for oil or other lubricant, substantially as and for the
purposes set forth.
15th The combination in a locomotive of an axle and its driving wheels, a
toothed piston wheel keyed or fixed on said axle,.recessed abutment-rollers, geared
to rotate in unison with the piston-wheel, and a casing containing cylinders for the
said piston wheel and abutment rollers, supported from the locomotive frame or
boiler, so as to relieve the axle of the weight of the engine, excepting the piston
wheel, substantially as set forth.
16th The combination in a locomotive of an axle and its driving-wheels, a
toothed piston wheel keyed or fixed on said axle, recessed abutment rollers, geared
to rotate in unison with the piston-wheel, a casing containing cylinders for the said
piston-wheel and abutment-rollers, suspension-bars 61 and suitable springs 68,
69, 73, forming an elastic connection for suspending the engine from the locomotive
frame, independently of the axle, substantially as and for the purposes set forth.
17th The combination with the frame and one or more axles of a locomotive and
a rotary engine or engines, operating directly on such axle or axles of a torsion
shaft or shafts 66, sustaining the position of the engine upon the locomotive
fraine to keep it from tipping, substantially as and for the purposes set forth.
18th The combination with a locomotive frame, one or more driving axles and a
rotary engine or engines, operating directly on said axle or axles, of suspension
bars 61, hangers 64, arms 65, torsion shafts 66 attachments 67, and one or more
springs 68, 69 or 73, substantially as and for the purposes set forth.
19th The combination of the torsion shafts 66 suitable springs 68, 69 ratchet-
wheels 70 and collars 71, for setting the springs to sustain the weight of engine as
and for the purposes set forth.
20th In combination with a driving axle of a locomotive and a trochilic or rotary

page_text: engine operating directly thereon, driving wheels formed with concave inner
faces and convex outer faces,. to afford greater length to the engine and space
for the locomotive bearings between the ends or heads of the engine casing and
in the inner faces of the said driving wheels, when required, substantially as set
-forth.
21st In combination with a locomotive, having a trochilic or rotary engine, a
hollow wrist pin, secured to the wheel and held in position by a counter sunk lock
bolt, substantially as set forth.
22d In a locomotive provided with a rotary engine, the concaved abutment
roller pinions in combination with the main gear wheels and main shaft of a
rotary engine and driving-wheels substantially as and for the purposes set forth.
: 23d The ring 117b containing a recess for the head of the key 117, of the main
gear wheel, and a recess for the packing ring, forming an oil tight joint for the outer
.cover of a rotary engine head, in combination with the driving axle of a locomotive
substantially as and for the purposes set forth.
24th A locomotive having a rotary engine or engines operating directly on one
or more of its axles and one or more live steam pipes, extending from the steam
dome or domes partially around the exterior of the boiler, between the locomotive
axles and connecting with the engine cylinder or cylinders, substantially as and
for the purposes set forth.
25th In a locomotive having one or more rotary engines, provided with a main
steam pipe or. pipes having branch connections with said engines and boiler, pipe
connections provided with ball and socket and telescoping joints substantially as
specified
26th In a locomotive having one or more rotary engines, a main steam pipe or
pipes having branch connections with said engines provided with ball and socket,
and telescopic joints and secured in position by lock joints and casings, substantially
as set forth.
27th In a locomotive having one or more rotary engines, the exhaust pipes with
branch connections from the engines provided with ball and socket and telescopic
joints connecting with pipes leading to the nozzles in the smoke stack or otherwise,
substantially as specified.
28th In combination with a locomotive one or more rotary engines of cylinder
water cocks 86, 86ª and suitable shafts 87, gearing 89, 90 and connections 92, 93,
'for operating them simultaneously, substantially as set forth.
29th In combination with a locomotive having one or more rotary engines, of
cylinder water cocks, suitable shafts and gearing for operating the same and sliding
couplings 88 to compensate for motion between the body of the locomotive and the
running gear, substantially as specified
י
30th The combination with the driving wheels and axles of a locomotive, of rods
coupling the wheels and trochilic or rotary engines mounted on the axles with
their teeth or pistons arranged alternatingly with respect to the steam ports, so as
to operate in conjunction as a double engine.
31st In combination with the wheels of a locomotive and trochilic engines upon
their driving axles, the coupling rods provided with tongued or grooved or ribbed
ends, connected together and to the wrist pin by tongued or grooved or ribbed
clamp plates and bolts, substantially as and for the purpose set forth.
In witness whereof, I, the said Henri, Adrien Bonneville have hereto set
my hand and seal this twenty fourth day of March in the year of our Lord
One thousand eight hundred and eighty three