An Improved Construction of Locomotive Vehicles.
Year: 1891

page_text: Date of Application, 15th Sept., 1891
Complete Specification Left, 10th June, 1892-Accepted, 23rd July, 1892
PROVISIONAL SPECIFICATION.
[Communicated from abroad by CARL LÜHRIG, of Reichsstrasse No. 30, Dresden,
Mining Engineer.]
An Improved Construction of Locomotive Vehicles.
I, OLIVER IMRAY, of No. 28, Southampton Buildings, Chancery Lane in the
County of London, Fellow of the Institute of Patent Agents, do hereby declare the
nature of this invention to be as follows:-
:-
Up to the present time the conveyance of a limited number of persons or of a
limited load from one locality to another is mainly effected by horse traction,
although many attempts have lately been made to substitute motor engines for
horses.
My present invention relates to a construction of a locomotive vehicle the
propulsion of which is effected by means of a suitable source of motive power such
as steam, gas, petroleum, electricity, compressed air, or water &c. acting in a motor
engine mounted on the carriage itself.
The use of gas or petroleum motor engines appears to be most suitable, but those
employed heretofore for this purpose have not given a satisfactory result.
The advantages of these sources of power are due to the moderate cost of
installation and of working, and to the convenient mode of storing and carrying the
materials from which the power is obtained, as also to the ready manipulation of
the motor engines and the reliableness of their working.
Steam, which has been repeatedly tried in various forms of application, appears
to be unsuited for various reasons. It requires a bulky and heavy supply of fuel
and water to be carried on the vehicle, and it also causes inconvenience from smoke
and soot, and unpleasant noise.
Attempts to bind steam by means of chemicals so as to provide a compact store
thereof, such as the arrangement proposed by Honigmann, have also proved
unsuccessful, owing to their unreliableness.
Of the gas and petroleum motor engines of known construction, that of Blessing
is particularly suited for the purpose, because it offers in very compact form, a
source of power that can be worked at an exceedingly cheap rate.
I will proceed to describe the present invention, in which by way of example
such, or a similar motor engine is made use of, with reference to the accompanying
drawings, where Fig. 1 shews a side elevation of the locomotive vehicle, Figs. 2
and 4 are cross sections, and Fig. 3 a sectional plan.
The shaft is assumed to be driven by a motor engine of the kind above referred
to, such for example as a gas motor engine. The arrangement of the mechanism
is such that with a continuous rotation in one and the same direction of the shaft n,
the vehicle can be propelled either quickly or slowly, and either forwards or
backwards.
For driving with varying speed, the motion of the driving shaft n is transmitted
to the intermediate shaft e through two pairs of transmission wheels, which may be
either toothed wheels, pitch wheels and chain, or pullies and belt, the two pairs
being of different proportions. In the arrangement shewn it is assumed that the
transmission from the main shaft to the intermediate shaft is effected by means of
pitch wheels and chains c, d, and i, k, the pitch wheels ci being fixed to the one
part of a frictional or other clutch A B, and fitted loose on the shaft n.
Between these wheels is situated a clutch piece % which can slide upon but revolves
with the shaft and which can be moved so as to gear either with the clutch A or
with B, by means of lever E' and transmitting gear a b.
The transmission c, d, being proportioned, for example, as 1 to 2, while the

page_text: transmission i k is as 1 to 1, it will be seen that according as the one or the other
transmission is put in gear, the vehicle can be made to travel fast or slow.
On starting, the lever E' is first moved to the left, whereby the transmission c, d
(1:2) is put in action, by causing the clutch piece Z to gear with clutch B. In
consequence hereof the shaft e only revolves at half the speed of n. If the lever be
then moved to the right, the clutch piece Z will effect the coupling of clutch A,
whereby the transmission i k is put in gear and the shaft e will be driven at the
same speed as n. The motion imparted to shafte is transmitted to a second
shaft in order to enable the direction of motion of the vehicle to be changed
by the following arrangement. The transmission is effected either by means of
the pitch wheels and chain ff' or by the toothed wheels y', according as the
parts for y, which are loose on their shaft, are made to gear with the coupling
piece C which slides upon but revolves with the shaft.
=
Thus if the lever FI be moved over to one side, it will, by means of the trans-
mission m, cause the coupling piece C to gear with the toothed gear y, which
receives motion from shaft e through wheel y', whereby shaft z will be made, to
.rotate in the contrary direction to shaft e. If on the other hand the lever Fibe
moved over to the opposite position, thereby causing clutch piece C to gear with
pitch wheel, the shaft z will receive rotation in the same direction as e through
pitch wheel
In place of the pitch wheels a second set of toothed wheels may be employed,
with the intervention of an idle wheel for transmitting the motion in the same
direction.
The motion of shaft is transmitted to one or both wheel axles w w' by means of
suitable gear, such as by pitch wheels for imparting the motion from z to, w,
and by other pitch wheels for imparting the motion from w to w¹..
The road wheels might, if necessary, be coupled by coupling rods and crank
pins.
When using two or more motor engines, all acting on the same driving shaft, the
motion is prevented from being imparted to a motor engine from the shaft. when
the former is thrown out of action, by the following arrangement.
1
Pp'
The locomotive vehicle being provided with two motor engines L R acting on
one and the saire driving shaft n, these are made to act independently of each
other by causing their motion to be transmitted to the shaft by means of chains
and chain wheels 9 q' which are loose on the shaft n, but which are connected
thereto by means of a catch y g' on the wheel, gearing with a notch on a disc G G¹
fixed on the shaft. If now the one or the other engine be thrown out of action,
the shaft n, being carried forward by the other engine, it causes the other disc G
or G¹ to become disengaged with its catch, and consequently the chain wheel of
the latter, and the idle engine will remain stationary.
The above described arrangement for throwing an idle engine out of gear is
of particular value under the circumstances, because the moveable mechanisms of
gas and petroleum motors, which consist mainly of slides or valves, are very liable
to deterioration when running empty.
With the above described arrangements, the motor engine or engines can be
kept continuously in motion while the vehicle is standing still, as, with the middle
position of the lever E¹, the sliding clutch piece is situated in the middle between
the two clutches, so as to be out of gear with both, so that the motion of the engine
is not transmitted.
For reducing or deadening the noise of the gases discharged from the engine,
sound-dampers are provided, consisting of receptacles of flat form having several
perforated partitions.
The discharge gases being led into these receptacles the sound waves thereof
are broken up and dispersed on passing through the numerous perforated partitions,
and the noise is consequently deadened.
The requisite quantity of cooling water for the engines is supplied in a simple
and practical manner by providing on the top of the vehicle two receivers, as

page_text: shewn at Figs. 1 and 2, charged with a considerable quantity of water which is
made to circulate continuously. Between the two receivers are arranged coiled
pipes, forming the connection between them, such pipes being surrounded by a
perforated casing. The air supply to the motor engines being drawn through this
casing, it will take up heat from the pipes, and consequently will cool the water
circulating through them.
By the combination of the several hereinbefore described arrangements a loco-
motive vehicle is constituted which can be provided with accommodation for
passengers and moderate loads, and which complies with all necessary requirements
as to cheapness and reliableness of working and perfectly equable motion.
The hot air given off from the motor engine worked by steam, gas, or oil, as also
the cooling water after taking up heat from the engine, can be utilised for warming
the vehicle by simply causing the hot air or water to pass through heating pipes or
chamber arranged in the vehicle.
In the arrangement shewn on the drawing it is assumed that. the cooling water
ascending from the gas or petroleum motor engines is made to pass through coils of
pipes arranged under the seats.
Provision is, of course, made in this case for leading such water directly up
into the receivers above instead of through the pipe coils, when no heating is
required.
The small sized motor engines required can readily be so arranged in the vehicle
that they do not inconvenience the passengers.
On starting, the vehicle is first put in slow motion, as above stated, and is then
accelerated to the normal speed, which is slowed down again on stopping, this being
effected by the movement of a single lever to the one or the other side, by the one
hand of the engineer, who with his other hand can operate an ordinary brake lever
if required.
The vehicle can thus readily be instantly stopped and be immediately started
again in either the forward or the backward direction.
The lever mechanism for controlling the driving gear is arranged in duplicate at
each end of the vehicle, so that the engineer can stand at either end, according to
the direction of motion.
Experimental trials have shewn that the working expenses are from one half to
two thirds less than those of the modes of propulsion now in use, in particular
propulsion by horses.
Dated this 15th day of September 1891.
ABEL & IMRAY,
Agents for the Applicant.
COMPLETE SPECIFICATION.
An Improved Construction of Locomotive Vehicles.
1. OLIVER IMRAY, of No. 28 Southampton Buildings, Chancery Lane in the
County of London, Fellow of the Institute of Patent Agents, do hereby declare the
nature of this invention and in what manner the same is to be performed to be
particularly described and a certained in and by the following statement :-
Up to the present time the conveyance of a limited number of persons or of a
limited load from one locality to another is mainly effected by horse traction,
although many attempts have lately been made to substitute motor engines for
horses.
My present invention relates to a construction of a locomotive vehicle the
propulsion of which is effected by means of a suitable source of motive power such
as steam, gas, petroleum, electricity, compressed air or water &c. acting in a motor
engine mounted on the carriage itself.
The use of gas or petroleum motor engines appears to be most suitable, but
those employed heretofore for this purpose have not given a satisfactory result.

page_text: The advantages of these sources of power are due to the moderate cost of
installation and of working, and to the convenient mode of storing and carrying the
materials from which the power is obtained, as also to the ready manipulation of the
motor engines and the reliableness of their working.
Steam, which has been repeatedly tried in various forms of application, appears
to be unsuited for various reasons. It requires a bulky and heavy supply of fuel
and water to be carried on the vehicle, and it also causes inconvenience from
smoke and soot, and unpleasant noise.
Attempts to bind steam by means of chemicals so as to provide a compact store
thereof, such as the arrangement proposed by Honigmann, have also proved
unsuccessful, owing to their unreliableness.
Of the gas and petroleum motor engines of known construction, that of Blessing
is particularly suited for the purpose, because it offers in a very compact form, a
source of power that can be worked at an exceedingly cheap rate.
I will proceed to describe the present invention, in which by way of example
such or a similar motor engine is made use of, with reference to the drawings
accompanying my Provisional Specification where Fig. 1 shews a side elevation of
the locomotive vehicle, Figs. 2 and 4 are cross sections and Fig. 3 a sectional plan.
The shaft is assumed to be driven by a motor engine of the kind above
referred to, such for example as a gas motor engine. The arrangement of the
mechanism is such that with a continuous rotation in one and the same direction of
the shaft n, the vehicle can be propelled either quickly or slowly, and either
forwards or backwards.
For driving with varying speeds, the motion of the driving shaft n is transmitted
to the intermediate shaft e through two pairs of transmission wheels which may be
either toothed wheels, pitch wheels and chain, or pullies and belt, the two pairs
being of different proportions. In the arrangement shewn it is assumed that the
transmission from the main shaft to the intermediate shaft is effected by means of
pitch wheels and chains c d and i, k, the pitch wheels c being fixed to the one
part of a frictional or other clutch A, B, and fitted loose on the shaft n. Between
these wheels is situated a clutch piece Z which can slide upon but revolves with the
shaft and which can be moved so as to gear either with the clutch A or with B,
by means of lever E' and transmitting gear a b.
The transmission c, d, being proportioned, for example, as 1 to 2 while the
transmission i k is as 1 to 1, it will be seen that according as the one or the other
transmission is put in gear, the vehicle can be made to travel fast or slow.
In
On starting, the lever E' is first moved to the left, whereby the transmission c_d
(12) is put in action, by causing the clutch piece Z to gear with clutch B.
consequence hereof the shaft e only revolves at half the speed of n. If the lever
be then moved to the right, the clutch piece Z will effect the coupling of clutch A,
whereby the transmission ik is put in gear and the shaft e will be driven at the
same speed as n. The motion imparted to shaft e is transmitted to a second shaft
in order to enable the direction of motion of the vehicle to be changed by the
following arrangement. The transmission is effected either by means of the pitch
wheels and chain or by the toothed wheels y y', according as the parts for y,
which are loose on their shaft, are made to gear with the coupling piece C which
slides upon but revolves with the shaft.
Thus if the lever F¹ be moved over to one side, it will, by means of the
transmission m, cause the coupling piece C to gear with the toothed gear y, which
receives motion from shaft e through wheel y', whereby shaft will be made to
rotate in the contrary direction to shaft e. If on the other hand the lever F1 be
moved over to the opposite position, thereby causing clutch piece C to gear with
pitch wheel the shaft will receive rotation in the same direction as e through
pitch wheel.
In place of the pitch wheels a second set of toothed wheels may be employed
with the intervention of an idle wheel for transmitting the motion in the same
direction

page_text: The motion of the shaft is transmitted to one or both wheel axles w w¹ by
means of suitable gear, such as by pitch wheels for imparting the notion
from tow and by other pitch wheels for imparting the motion from w
to w¹.
The road wheels might, if necessary, be coupled by coupling rods and crank
pins.
When using two or more motor engines, all acting on the same driving shaft, the
motion is prevented from being imparted to a motor engine from the shaft, when
the former is thrown out of action, by the following arrangement.
The locomotive vehicle being provided with two motor engines LR acting on one
and the same driving shaft, these are made to act independently of each other by
causing their motion to be transmitted to the shaft by means of chains ppl and
chain wheels y q' which are loose on the shaft n, but which are connected thereto
by means of a catch y g' on the wheel, gearing with a notch on a disc G G' fixed
on the shaft. If now the one or the other engine be thrown out of action, the
shaft n being carried forward by the other engine, it causes the other disc G or G¹
to become disengaged with its catch, and consequently the chain wheel of the latter,
and the idle engine will remain stationary.
The above described arrangement for throwing an idle engine out of gear is of
particular value under the circumstances, because the moveable mechanisms of gas
and petroleum motors, which consist mainly of slides or valves, are very liable to
deterioration when running empty.
With the above described arrangements, the motor engine or engines can be kept
continuously in motion while the vehicle is standing still, as, with the middle
position of the lever E', the sliding clutch piece is situated in the middle between
the two clutches, so as to be out of gear with both, so that the motion of the
engine is not transmitted.
For reducing or deadening the noise of the gases discharged from the engine,
sound-dampers are provided, consisting of receptacles of flat form having several
perforated partitions.
The discharge gases being led into these receptacles the sound waves thereof are
broken up and dispersed on passing through the numerous perforated partitions, and
the noise is consequently deadened.
The requisite quantity of cooling water for the engines is supplied in a simple
and practical manner by providing on the top of the vehicle two receivers, as shewn
at Figs. 1 and 2, charged with a considerable quantity of water which is made to
circulate continuously. Between the two receivers are arranged coiled pipes,
forming the connection between them, such pipes being surrounded by a perforated
casing. The air supply to the motor engines being drawn through this casing, it
will take up heat from the pipes, and consequently will cool the water circulating
through them.
By the combination of the several herein before described arrangements, a
locomotive vehicle is constituted which can be provided with accommodation for
passengers and moderate loads, and which complies with all necessary requirements
as to cheapness and reliableness of working and perfectly equable motion.
The hot air given off from the motor engine worked by steam, gas, or oil, as also
the cooling water after taking up heat from the engine, can be utilised for
warming the vehicle by simply causing the hot air or water to pass through heating
pipes or chamber arranged in the vehicle.
In the arrangement shewn on the drawing it is assumed that the cooling water
ascending from the gas or petroleum motor engines is made to pass through coils of
pipes arranged under the seats.
Provision is, of course, made in this case for leading such water directly up into
the receivers above instead of through the pipe coils when no heating is required.
The small sized motor engines required can readily be so arranged in the vehicle
that they do not inconvenience the passengers.
On starting, the vehicle is first put in slow motion, as above stated, and is then

page_text: accelerated to the normal speed, which is slowed down again on stopping, this
being effected by the movement of a single lever to the one or the other side, by the
one hand of the engineer, who with his other hand can operate an ordinary brake
lever if required.
The vehicle can thus readily be instantly stopped and be immediately started
again in either the forward or the backward direction.
The lever mechanism for controlling the driving gear is arranged in duplicate at
each end of the vehicle, so that the engineer can stand at either end, according to
the direction of motion.
Experimental trials have shewn that the working expenses are from one half to
two thirds less than those of the modes of propulsion now in use in particular
propulsion of horses.
Having now particularly described and ascertained the nature of this inven-
tion and in what manner the same is to be performed, I declare that what I
claim is :-
11
1. In locomotive vehicles the use of two or more motor engines so arranged that
their motion in one and the same direction is transmitted independently to one and
the same shaft or wheel axle, through ratchet gear or equivalent mechanism
substantially as described.
2. Locomotive vehicles in which two or more motor engines LR are made to act
independently upon one common shaft n by transmitting the motion of the engine
to a loose. wheel q q' the pawls g g of which gear with discs G G¹ fixed on the
shaft n so that such shaft can be driven by the one motor engine without effecting
the rotation of the toothed gear of the other engine, substantially as described.
n
3. In locomotive vehicles, in combination with the driving shaft n, the
arrangement of two intermediate shafts e and placed parallel to the shaft and to
the wheel axles, for transmitting the motion from the former to the latter, of which
intermediate shafts the one e is driven with increased or decreased speed by toothed
gear or pitch wheels and chains, according as a lever device B' actuated from the
one or the other end of the vehicle is made to connect either the fast or the slow
speed gear with the shaft n by means of the clutch sleeve Z and clutch bodies A
or B, or according as the clutch sleeve Z is brought into the middle position without
gearing with either A or B, and the connection of the said shaft e with the shaft
is effected by toothed gear or pitch wheels and chain in order to effect the rotation
of the shaft in the one direction or the other according as the one or the other of
the said gear devices are put in gear by means of the clutch sleeve C, this being
actuated by means of lever gear F1 m from the one or the other end of the vehicle,
for the purpose of driving the vehicle either forwards or backwards, substantially as
described.
4. In locomotive vehicles, a device for reducing the noise of the escaping exhaust
gases consisting of an exhaust vessel having perforated insertions by means of the
small but numerous perforations of which the wave sounds are divided, and thereby
weakened substantially as described.
5. In locomotive vehicles, the arrangement for refrigerating the cooling water
consisting of a perforated casing containing pipe coils through which the cooling
water is made to circulate, and from which casing the air is exhausted by the motor
engines in order to produce a continuous circulation of air, substantially as
described.
6. In locomotive vehicles effecting the warming of the vehicle by the utilization
of the hot air produced by the working of the motor engine or of the heated cooling
water, which is made to pass through a system of heating bodies arranged within
the vehicle substantially as described.
Dated this 10th dear of Iun 1805
ABEL & IMRAY,
Agents for the Applicant.