An Improved Locomotive Engine.
Year: 1890

page_text: Date of Application, 22nd Nov., 1890
Complete Specification Left, 11th Mar., 1891-Accepted, 16th May, 1891
PROVISIONAL SPECIFICATION.
An Improved Locomotive Engine.
1, JOHN PITT BAYLY, of 18 Fulham Place, Paddington, in the County of
London, Patent Agent, do hereby declare the nature of this invention (a com-
munication to me from abroad by John Rickie, of Saharanpur, India, District
Locomotive Superintendent,) to be as follows:-
The object of the invention is to provide a new and improved locomotive
engine, which is simple and durable in construction, and very effective in operation,
utilizing the steam to the fullest advantage, and transmitting the power developed
by the steam to the driving wheels without any back pull, as is common in all loco-
motives now in use, and in which latter the steam acts on the piston both on the
forward and return stroke, and imparts a consequent backward pull to the driving
wheels.
The invention consists of one or more cylinders containing pistons connected
with the driving wheels or driving shaft, and on which the steam acts only in one
direction, ie, on the forward stroke.
The invention also consists of certain parts, and details and combinations of the
same, as will be, hereinafter, more fully described.
The improved locomotive engine is adapted to be worked under similar con-
ditions to a marine or other engine that has its fulcrum constant. It is a disputed
point as to whether the fulcrum of a locomotive driving wheel is at the centre of
the axle or the point of contact on the rail.
The improved engine presently to be described is designed with the under-
standing that on the top stroke or when the steam is on the back of the piston, the
fulcrum is at the centre of the axle, but on the bottom stroke or when the steam is
on the front of the piston, the fulcrum is at the crank pin. To overcome this
change of fulcrum to give the engine a constant forward motion and to avoid
thereby the back or shoulder action, is one of the principal objects of this invention.
The construction also admits of three or more cylinders which may all be high
pressure cylinders, or sets of high and low pressure cylinders. The work done by
the locomotive will be constant, and the locomotive will be designated as the
Rolling Locomotive, as in the forward direction the power will be applied to roll
the engine over the wheels, and in backward, the wheels will be rotated under
the engine, the action in either case being constant and not intermittent, as at
present.
The locomotive is provided with two high pressure cylinders, and two low
pressure cylinders, and adapted to be worked by the exhaust steam of the high
pressure cylinders. The high pressure cylinder operates a piston connected in the
usual manner by a piston rod and connecting rod with the crank pin on the driving
wheel secured on the main driving axle. The other high pressure cylinder contains
a piston connected by a piston rod and connecting rod with the crank pin secured
on the other driving wheel, also secured on the axle. The two crank pins stand at
right angles to each other.
On the main axle between the two driving wheels is formed a crank arm which
stands diametrically opposite the crank pin and is connected by a connecting rod
and piston rod with the piston operating in the low pressure cylinder connected
with the high pressure cylinder, a second crank arm is formed on the axle and
stands diametrically opposite the crank pin, and is connected by a connecting and
piston rod with the piston operating in the low pressure cylinder connected with
the high cylinder.
Any suitable valve mechanism is employed on the high pressure cylinder to let

page_text: the exhaust steam into the low pressure cylinder whenever the piston is on the
return stroke. The valve mechanism of the low pressure cylinder is arranged in
such a manner as to exhaust into the open air whenever the piston on the said
cylinder is on the return stroke. Similar valve mechanisms are arranged for the
high and low pressure cylinders.
Now the steam in the high pressure cylinder acts on the piston only in one
direction, that is. when the said piston is on its forward stroke so that a pull is
exerted on the axle in a forward direction only. When the piston is on the return
stroke, the exhaust enters into the low pressure cylinder, and acts on the piston,
which is then on its forward stroke, so that a pull in the forward direction is again
exerted on the axle. The piston of the other high and low pressure cylinders
act in similar manner in relation to each other, and as their crank pin and crank
arm stand at right angles to the crank pin and arm respectively, it will be seen
that a constant forward pull is exerted on the crank shaft without any back pressure
or pull whatever on the said crank pins and crank arms.
The low pressure cylinders may be omitted and a third high pressure cylinder
may be employed between the high pressure cylinders. The three cylinders contain
the usual pistons connected by piston rods and connecting rods with three crank
arms respectively, formed on the crank shaft and standing at an angle of 120' to
each other.
The valve arrangement is similar to the valve arrangement previously mentioned,
so that the steam in any one of the three cylinders, acts against its piston in only
one direction, that is on the forward stroke of the piston, so that a forward pull
is exerted on the respective axle to propel the locomotive forward. As the three
crank arms stand at angles to each other, a forward pull is constantly exerted on
the axle and no back pull whatever takes place, as the several pistons in the
cylinders run empty on the return stroke.
Dated this 22nd day of November 1890.
J. P. BAYLY,
Applicant.
COMPLETE SPECIFICATION.
An Improved Locomotive Engine.
I, Joux PITT BAYLY, of 18 Fulham Place, Paddington, in the County of
London, Patent Agent, do hereby declare the nature of this invention (n com-
munication to me from abroad by John Reikic, formerly of Lahore, but now
residing at Quetta, Beluchistan, India, District Locomotive Superintendent,) to be
as follows:-
The object of the invention is to provide a new and improved locomotive engine,
which is simple and durable in construction, and very effective in operation, utilizing
the steam to the fullest advantage, and transmitting the power developed by the
steam to the driving wheels without any back pull, as is common in all locomotives
now in use, and in which latter the steam acts on the piston both on the forward
and return stroke, and imparts a consequent backward pull to the driving wheels.
The invention consists of one or more cylinders containing pistons connected with
the driving wheels or driving shaft, and on which the steam acts only in one
direction, .e., on forward stroke.
The invention also consists of certain parts, and details and combinations of the
same, as will be hereinafter more fully described and then pointed out in the claims.
Reference is to be had to the accompanying drawings forming a part of this
Specification, in which similar letters of reference indicate corresponding parts in
all the figures.
Figure 1 is a plan view of the improvement as applied, the cylinders being in
section and four in number, of which two are adapted for high pressure, and two
for the low pressure.

page_text: Figure 2 is a sectional side elevation of the same, on the line X-x of Figure 1;
Figure 3 is a similar view of the same on the line Y-Y of Figure 1;
Figure 4 is a plan view of the improvements as arranged with three high pressure
cylinders; and
Figure 5 is a sectional side elevation of the same on the line Z-Z of Figure 4.
The improved locomotive engine is adapted to be worked under similar conditions
to a marine or other engine that has its fulcrum constant. It is a disputed point
as to whether the fulcrum of a locomotive driving wheel is at the centre of the
axle or the point of contact on the rail.
The improved engine presently to be described is designed with the under-
standing that the top stroke or when the steam is on the back of the piston, the
fulcrum is at the centre of the axle, but on the bottom stroke or when the steam is
on the front of the piston the fulcrum is at the crank pin. To overcome this
change of fulcrum to give the engine a constant forward motion and to avoid
thereby the back or shoulder action, is one of the principal objects of this inven-
tion. The construction also admits of three or more cylinders which may all be
high pressure cylinders, or sets of high or low pressure cylinders. The work done
by the locomotive will be constant, and the locomotive will be designated as the
Rolling Locomotive, as in the forward direction the power will be applied to roll
the engine over the wheels, and in backward, the wheels will be rotated under
the engine, the action in either case being constant and not intermittent, as at
present.
As shown in the Figures 1, 2, and 3, the locomotive is provided with two high
pressure cylinders A and B and two low pressure cylinders C and D adapted to be
worked by the exhaust steam of the high pressure cylinders A and B respectively.
In the high pressure cylinder A, operates a piston E connected in the usual manner
by a piston rod and connecting rod with the crank pin F on the driving wheel G
secured on the main driving axle H. The other high pressure cylinder B contains
a piston connected by a piston rod with the crank pin F1 secured on the other
driving wheel G+, also secured on the axle H. The two crank pins F and F' stand
at right angles to each other.
On the main axle H between the two driving wheels G and G³, is formed a crank
arm I which stands diametrically opposite the crank pin F and is connected by a
connecting rod and piston rod with the piston J operating in the low pressure
cylinder connected with the high pressure cylinder A, a second crank arm I¹ is
formed on the axle H and stands diametrically opposite the crank pin F¹ and is
connected by a connecting and piston rod with piston .J' operating in the low pressure
cylinder D connected with the high pressure cylinder B.
Any suitable valve mechanism is employed on the high pressure cylinder A to
let the exhaust steam into the low pressure cylinder C whenever the piston E is on
the return stroke. The valve mechanism of the low pressure cylinder C is arranged
in such a manner as to exhaust into the open air whenever the piston J on the said
cylinder is on the return stroke. Similar valve mechanisms are arranged for the
high and low pressure cylinders B and D respectively.
Now the steam in the high pressure cylinder A acts on the piston E only in one
direction, that is, when the said piston is on its forward stroke so that a pull is
exerted on the axle H in a forward direction only. When the piston E is on the
return stroke, the exhaust enters into the cylinder C, and acts on the piston J,
which is then on its forward stroke, so that a pull in the forward direction is again
exerted on the axle H. The piston E and J' of the high and low pressure
cylinders B and D act in similar manner in relation to each other, and as their crank
pin and crank arm I stand at right angles to the crank pin F and arm [
respectively, it will be seen that a constant forward pull is exerted on the crank
shaft H without any back pressure or pull whatever on the said crank pins and
crank arms.
As shown in the Figures 4 and 5, the low pressure cylinders C and D are
omitted and a third high pressure cylinder K is employed between the high

page_text: pressure cylinders A and B. The three cylinders A, B and K contain the usual
pistons connected by piston rods and connecting rods with three crank arms L, L
and L respectively, formed on the crank shaft H and standing at an angle of 120
to each other, sec Figure 5.
The valve arrangement is similar to the valve arrangement previously mentioned,
so that the steam in any one of the three cylinders, acts against its piston in only
one direction, that is on the forward stroke of the piston, so that a forward pull is
exerted on the respective axle H to propel the locomotive forward. As the three
crank arms stand at angles to each other, a forward pull is constantly exerted on
the axle H and no back pull whatever takes place, as the several pistons in the
cylinders A, A. and K run empty on the return stroke.
Having now particularly described and ascertained the nature of my said inven-
tion, and in what manner the same is to be performed, I declare that what 1
claim is :
1. In a locomotive engine one or more cylinders each containing a piston and
connected with the driving wheels and on which piston the steam acts only in one
direction, that is on the forward stroke, substantially as shown and described.
2. In a locomotive engine the combination with the crank pin or crank shaft and
axle, of a piston connected with the said crank pin or crank shaft, and a cylinder
in which operates said piston and which is provided with a suitable valve mechanism
to admit steam to the said cylinder only to propel the piston in a forward direction
substantially as shown and described.
3. In a locomotive engine the combination with crank pins or crank arms of high
pressure cylinder and low pressure cylinder connected with each other, pistons
operating in the said high and low pressure cylinders, and arranged opposite each
other and a valve mechanism for admitting steam to the said high pressure cylinder
only the forward stroke of its piston, and to pass the exhaust on the return stroke
of the said piston to the low pressure cylinder to force its piston forward, substan-
tially as shown and described.
Dated this 11th day of March 1891.
J. P. BAYLY,
Applicant.