IMPROVEMENTS IN THE MEANS AND APPARATUS. FOR PREVENTING OR REDUCING THE LATERAL VIBRATING MOTION OF LOCOMOTIVES AND OTHER ROLLING STOCK OF RAILWAYS
Year: 1875

page_text: LETTERS PATENT to Emil Tilp, of Vienna, in the Empire of Austria,.
for the Invention of "IMPROVEMENTS IN THE MEANS AND APPARATUS.
FOR PREVENTING OR REDUCING THE LATERAL VIBRATING MOTION OF
LOCOMOTIVES AND OTHER ROLLING STOCK OF RAILWAYS.”
PROVISIONAL SPECIFICATION left by the said Emil Tilp at the .
Office of the Commissioners of Patents, with his Petition, on the
21st June 1875. .
I, EMIL TILP, of Vienna, in the Empire of Austria, do hereby
5 declare the nature of the said Invention for "IMPROVEMENTS IN THE
MEANS AND APPARATUS FOR PREVENTING OR REDUCING THE LATERAL VIBRATING
MOTION OF LOCOMOTIVES AND OTHER ROLLING STOCK OF RAILWAYS," to be as
follows:-

page_text: and other rolling stock of railways, which is caused partly by the imper-
fections of the permanent way and partly by the imperfect balancing of
the reciprocating and rotating parts of the locomotive.
My Invention consists in locking together the contiguous ends of the
engine and tender, or of other rolling stock, by means of a locking bolt
so arranged that when the engine and tender pass on to a curve the
locking bolt is automatically withdrawn so as to allow the engine and
tender to assume the requisite angular position. For this purpose I
provide on the end of the tender framing next the engine a strong bolt
passing through a guide on the tender framing, and having a head with
bevil side faces which fits into a recess having corresponding bevilled
faces formed in a strong boss fixed at the end of the engine framing.
The bolt is acted upon at its inner end by a strong spring tending to
keep it engaged in the recess on the engine, a screwed collar being pro-
vided on the bolt against which the spring bears, and by adjusting
which the pressure of the spring may be regulated. The bolt is further-
more linked to the ends of two levers, extending horizontally on each
side of the bolts towards the side framing of the tender, to which their
other ends are linked. At intermediate points of their length these
levers are made to bear against strong pins passing through guides in
the end framing of the tender, and bearing against the end framing of
the engine at some distance apart on each side of the before-mentioned
locking bolt. From this arrangement it will be seen that when the
engine and tender are running on a straight line of railway so that their
longitudinal axes are in line, and consequently the ends of their
framing are parallel with each other, the locking bolt will fit into the
recess of the engine, and in thus locking the engine and tender
together will prevent, or at any rate greatly reduce their lateral motion.
When on the other hand the engine and tender pass from a straight
line on to a curve, the end faces of the engine and tender framing in
approaching each other on one side of the locking bolt, due to the angle
formed between them, will cause one of the before-mentioned pins to be
forced inwards, whereby the corresponding lover will be forced back,
and will thus be made to withdraw the locking bolt partially from the
recess on the engine. The locking bolt and recess being formed with
bevil faces, as before. described, this partial withdrawal of the former
from the latter will allow the longitudinal axes of the engine and tender

page_text: to assume the relative angular position due to the curvature of the line,
and when the engine and tender in passing from the curve on to a
straight line again assume their parallel relative position the locking
bolt will be forced by the before-mentioned spring back into the recess
¡ again.
SPECIFICATION in pursuance of the conditions of the Letters Patent,
filed by the said Emil Tilp in the Great Seal Patent Office on the
17th December 1875.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, EMIL
TILP, of Vienna, in the Empire of Austria, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her
Letters Patent, bearing date the Twenty-first day of June, in the year of
our Lord One thousand cight hundred and seventy-five, in the thirty-
ninth year of Her reign, did, for Herself, Her heirs and successors,
give and grant unto me, the said Emil Tilp, Her special license,
that I, the said Emil Tilp, exccutors, administrators, and
assigns, or such others as I, the said Emil Tilp, my executors,
administrators, and assigns, should at any time agree with, and no
others, from time to time and at all times thereafter during the term
therein expressed, should and lawfully might make, use, exercise, and
vend, within the United Kingdom of Great Britain and Ireland, the
Channel Islands, and Isle of Man, an Invention for "IMPROVEMENTS
IN THE MEANS AND APPARATUS FOR PREVENTING OR REDUCING THE LATERAL
VIBRATING MOTION OF LOCOMOTIVES AND OTHER ROLLING STOCK OF RAILWAYS,”
upon the condition (amongst others) that I, the said Emil Tilp,
my executors or administrators, by an instrument in writing under
my, or their, or one of their hands and seals, should particularly
describo and ascertain the nature of the said Invention, and in what
manner the same was to be performed, and cause the same to be filed

page_text: in the Great Seal Patent Office within six calendar months next and
immediately after the date of the said Letters Patent.
NOW KNOW YE, that I, the said Emil Tilp, do hereby declare
the nature of the said Invention, and in- what manner the same is to
be performed, to be particularly described and ascertained in and by
the following statement thereof, reference being had to the accom-
panying Sheet of Drawings, and to the figures and letters marked
thereon, that is to say :—
My Invention has for its object to prevent or greatly reduce the
objectionable and dangerous lateral vibrating motion of the locomotives
and other rolling stock of railways, which is caused partly by the
imperfections of the permanent way and partly by the imperfect
balancing of the reciprocating and rotating parts of the locomotive.
My Invention consists in locking together the contiguous ends of the
engine and tender, or of other rolling stock, by means of a locking.
bolt so arranged that when the engine and tender pass on to a curve, the
locking bolt is automatically withdrawn so as to allow the engine and
tender to assume the requisite angular position. For this purpose I
provide on the end of the tender framing next the engine a strong bolt,
passing through a guide on the tender framing and having a head with a
bevil side faces which fits into a recess having correspondingly bevilled
faces formed in a strong boss fixed at the end of the engine framing.
The bolt is acted upon at its inner end by a strong spring tending to
keep it engaged in the recess on the engine, a screwed collar being
provided on the bolt against which the spring bears, and by adjusting å
which the pressure of the spring may be regulated. The bolt is
furthermore linked to the ends of two levers, extending horizontally on
each side of the bolt towards the side framing of the tender, to which
their other ends are linked. At intermediate points of their length
these levers are made to bear against strong pins passing through guides 8
in the end framing of the tender and bearing against the end framing
of the engine at some distance apart on each side of the before-
mentioned locking bolt. From this arrangement it will be seen that
when the engine and tender are running on a straight line of railway
so that their longitudinal axes are in line, and consequently the ends of 3

page_text: their framing are parallel with each other, the locking bolt will fit into
the recess of the engine, and in thus locking the engine and tender
together will prevent, or at any rate greatly reduce, their lateral
motion. When on the other hand the engine and tender pass from a
straight line on to a curve the end faces of the engine and tender
framing in approaching each other on one side of the locking bolt, due
to the angle formed between them, will cause one of the before-
mentioned pins to be forced inwards, whereby the corresponding lever
will be forced back and will thus be made to withdraw the locking bolt
partially from the recess on the engine. The locking bolt and recess
being formed with bevil faces, as before described, this partial with-
drawal of the former from the latter will allow the longitudinal axes of
the engine and tender to assume the relative angular position due to
the curvature of the line; and when the engine and tender in passing
from the curve on to a straight line again assume their parallel relative
position, the locking bolt will be forced by the before-mentioned spring
hoak into the xaness acais

page_text: that passes through the block E and a guide plate H, and is pressed
forwards by a strong spring I bearing against a nut J screwed on the
bolt G, whereby the force of the spring can be adjusted. The nut J
after adjustment is prevented from turning by a hook; which enfers
one or other of the holes on the periphery of the nut, and is secured 5
by a bolt passing through a slotted hole in the tail of the hook, the
slot permitting longitudinal movement of the hook along with the nut.
By means of a pin 9 the bolt G is jointed to two levers K and K' which
are pivotted on opposite sides of the tender frame, as shewn at L, for
the one lever K. Each of the levers K, K', consists of two plates, an 1
upper and a lower plate, between which, about their middles, are
șecured blocks M and M³ with rounded faces, which respectively bear
against bolts N and N' that pass through the block E, and projecting
beyond it bear against the face of the block D. Whilst the locomotive
and tender run on a straight part of the line the parts are in the 1
attitudes shewn in Fig. 3, the tongue of the bolt G being pressed by the
spring I quite home into the recess of the piece F, and thereby pre-
venting either the locomotive or the tender from oscillating laterally
with relation to one another. In traversing a curve the parts take an
attitude like that shewn in Fig. 4, one of the bolts N being pushed 2
backwards, whereby the lever K is also pushed backwards, drawing the
tongue or point of the bolt G partly out of the recess in F. The sides
of the tongue and recess are so sloped that this partial withdrawal of
the tongue allows the longitudinal axes of tho locomotive and tender to
take without jamming their relatively oblique attitude, as indicated by 2
the dotted lines O, O, and P, P.
It is obvious that similar apparatus can be applied to any two vehicles
of a train.
Having thus described the nature of my Invention and in what
manner the same is to be performed, I claim,—
First. The method substantially as herein described of proventing or
reducing the lateral vibrating motion of railway rolling stock by means
of a tongue on one of the vehicles caused by a spring to enter into a
recess on the other vehicle.
Second. Shaping the tongue and recess above referred to and working a
the tongue by levers in such manner that the tongue is retracted so

page_text: as to allow for the relative obliquity of the two vehicles in traversing
curves, substantially as herein described.
In witness whereof, I, the said Emil Tilp, have hereunto set my..
hand and seal, this Twenty-ninth day of November, in the year
of our Lord One thousand eight hundred and seventy-five.