IMPROVEMENTS IN TRACTION ENGINES, AND IN VALVES FOR TRACTION ENGINES WHERE COMPOUND ENGINES ARE USED, WHICH LATTER IMPROVEMENTS ARE APPLICABLE TO COMPOUND ENGINES GENERALLY
Year: 1862

page_text: LETTERS PATENT to Fraser Selby, of Surbiton, in the County of Surrey,
Engineer, for the Invention of "IMPROVEMENTS IN TRACTION ENGINES, AND
IN VALVES FOR TRACTION ENGINES WHERE COMPOUND ENGINES ARE USED,
WHICH LATTER IMPROVEMENTS ARE APPLICABLE TO COMPOUND ENGINES
GENERALLY."
Scaled the 6th March 1863, and dated the 9th September 1862.
PROVISIONAL SPECIFICATION left by the said Fraser Selby at the
Office of the Commissioners of Patents, with his Petition, on the
9th September 1862.
I, FRASER SELBY, of Surbiton, in the County of Surrey, Engineer, do hereby
declare the nature of the said Invention for "IMPROVEMENTS IN TRACTION
ENGINES, AND IN VALVES FOR TRACTION ENGINES WHERE COMPOUND ENGINES ARE
USED, WHICH LATTER IMPROVEMENTS ARE APPLICABLE TO COMPOUND ENGINES
GENERALLY," to be as follows:-
These improvements in traction engines relate to traction engines as are
driven by cog or spur wheels, which wheels are usually allowed to vibrate
with the springs of the engine to a certain extent, thus creating great wear
and tear and loss of power by the constant jolting and vibrating of the wheels.
Price 811

page_text: This great objection is obviated in the present improvements, which consistin
forming the axle of the driving wheels in three parts, connected together by
what is generally known as Hook's joint, or by any other suitable joint. The
centre and shortest length (which has on the middle of it the cog wheel or
wheels) is held up and supported in framing, or between two brackets or
bearings, and thus revolves constantly in the same position geared into the
cog or spur wheel or wheels of the crank shaft; this position of the wheels is
not altered, however great the jolting of the engine or vibration of the springs.
The Hook's joints are fixed on to the ends of the short partof the shaft outside
the brackets or bearing, and connected on to the other two lengths of the
shafting respectively, on which the driving wheels are placed in the usual
manner.
The improvements in valves relate to compound engines, whether employed
in traction engines, or otherwise, and consist in constructing the slide valve,
perts, steam chests and chambers so as to regulate the admission and exit to
and from the cylinders as may be required; the cylinders can be placed one
within the other (the outer one therefore being an annular cylinder), or they
may be placed side by side, or in any other position found most convenient.
The pistons and rods may be connected together (in the usual way) to ono
crank, or they may be connected to separate cranks, and the cranks may be
fixed either in the same or in opposite directions, or at right angles, or any
other desired angle to cach other, or in any position desired.
Arrangement of the valves and other parts.-One arrangement consists in
having three separate valve or steam chests. The first regulates the admission
and exit of the steam to and from the first cylinder,and has on the facing four
ports, which are hereafter explained (although four ports are named, yet if it
is required to have the cylinder "double-ported" there would be either six or
eight ports, as desired). The other two steam chests and valves regulate the
admission and exit to and from the second cylinder, and each has on its facing
two ports, also hereafter explained. In each of these twochests is an ordinary
slide valve, and these may be worked either together (that is, by the same rod
or connection,) or separately. If worked together they may be placed, for the
sake of convenience, in a line with eachother, and connected together by arod
or stork passing through a gland or stuffing box fixed in the partition between
these two chests; the gland prevents the steam passing from one chest to the
other. On the valve facing of each of these chests are the two ports above
referred to. One port in each chest leads to the second cylinder, one to each
end thereof, and the other two are the exhaust ports leading to the condenser,

page_text: if a condenser is used. Referring back to the four ports on the valve facing
of the first steam chest, two of the ports lead to the first cylinder (one to cach
end), and the other two lead to the two steam chests of the second cylinder, one
to each chest. Over these ports a double-arched slide valve is worked, cach
arch covers two ports, viz., one leading to one end of the first cylinder, and the
other to one of the steam chests of the second cylinder. The action of these
valves and chests is as follows:-The stean is admitted to one end of the first
cylinder (alternately) by the double-arched slide valve of the first chest
opening the necessary port, it is then shut off, and at the desired moment
passes through or under one of the arches of the slide valve into one of the
chests, thence to the second cylinder. Instead, however, of passing direct
into one of the two chests, it may pass into a chamber, remaining there until
required for the use of the second cylinder, when it is admitted into one of the
two chests, thence into the second cylinder. After it has finished its duty the
slide valve in one of these two chests of the second cylinder (whichever it may
be) opens the exhaust port, and the steam passes either clear away or into a
condenser. At the next stroke of the piston of the first cylinder the steam is
admitted into the opposite end of the cylinder through the other port on the
facing of the first chest, and works in and out of the cylinders in the same
manner through the corresponding ports. By these valves the steam can be
admitted to the second cylinder (at the commencement of the stroke of its
piston) from the first cylinder during any part of the stroke of the piston of
the first cylinder, or at completion or return of its stroke, as may be desired.
Another arrangement consists in working two slide valves, one on the back
of the other, both being in the same steam or valve chest. On the valve
facing on the cylinder are five ports, two of which lead to the first cylinder
(cne to each end), and two of the others to the second cylinder (one to each
end), and the last or fifth port (which is the middle one) is the exhaust port.
The slide valve working over these five ports is constructed with two arches to
it,and from each arch is a port passing right through to the back of the valve,
and between these two arches there is another port, also passing right through
to the back of the valve. The other or second slide valve above referred to
works over these three ports on the back of the first valve, and thus prevents
the steam in the chest entering any of them. This second valve is similar to
an ordinary slide valve with one arch, and is so worked that it opens the
exhaust at the proper moment before the slide valve next the ports on the
cylinder is able to do so, but which afterwards also opens the exhaust. The
action of these valves is as follows;-When the steam has entered the first

page_text: cylinder by one of the five ports, the valve shuts the steam off and (at the
dosired moment) opens the port leading to the second cylinder, and to which
the steam enters from the first cylinder, either at the completion or during
any part of the stroke of the first cylinder, and the exhaust port is opened
after the steam has completed its duty by the valve at the back of the first
valve; the steam passes under its arch and down the middle port (which
passes through the double-arched slide), thence to the middle port on the
cylinder, which is the exhaust port. For the reverse stroke the steam is
admitted and exhausted in like manner by the corresponding ports; the
cylinders, chests, and chambers may all be steam jacketed or not, as
preferred.
Another arrangement consists in having a circular valve facing (instead of
square or oblong, as usual). On this facing there are six ports, all converging
towards the centre of the valve facing of the three ports on one part of the
facing; the first leads to the first cylinder, the second to the second cylinder,
and the third is the exhaust port. On the corresponding part of the face are
the other three corresponding ports, which lead to and from the other ends of
the cylinders. Over these ports is worked a flat circular valve of sufficient
thickness to allow of there being three arches or recesses under it (that being
the number I prefer, although more may be used if thought desirable). These
arches or recesses correspond with and answer the purpose of the arch of an
ordinary D-valve. Either on the back or side of this valve there are openings
or ports leading to each of these archies, which are opened or closed at the
required times, the valve being caused to revolve on the facing (by any con-
venient mechanism) instead of being moved backwards and forwards in the
manner of ordinary valves. The action of this valve is as follows:-At tho
commencement of the stroke of the first cylinder the steam enters the first
port or opening (on the side or back of the valve) leading to the necessary
arch of the valve, thence into the first port on the valve facing which leads to
the first cylinder, the steam is cut off either at the end of the stroke or at any
desired part thereof, the opening or port leading to the arch becoming closed
by the valve revolving; the steam thus admitted to the first cylinder may
either be allowed to expand therein to the end or part of the stroke, or it may
be at once expanded into the second cylinder, as may be desired. At the end
of the stroke the valveopens the exhaust port. Although these arrangements
are described as if only two cylinders are used, the Invention may be con-
veniently adapted to any number if required.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent, filed
by the said Fraser Selby, in the Great Seal Patent Office on the
9th March 1863.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, FRASER
SELBY, of Surbiton, in the County of Surrey, Engineer, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her Letters
Patent, bearing date the Ninth day of September, in the year of our Lord One
thousand eight hundred and sixty-two, in the twenty-sixth year of Her reign,
did, for Herself, Her heirs and successors, give and grant unto me, the
said Fraser Selby, Her special licence that I, the said Fraser Selby, my
executors, administrators, and assigns, or such others as 1, the said Fraser
Selby, 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
ven.l, within the United Kingdom of Great Britain and Ireland, the Channel
Islands, and Isle of Man, an Invention for "IMPROVEMENTS IN TRACTION
ENGINES, AND IN VALVES FOR TRACTION ENGINES WHERE COMPOUND ENGINES ARE
USED, WHICH LATTER IMPROVEMENTS ARE APPLICABLE TO COMPOUND ENGINES
GENERALLY," upon the condition (amongst others) that I, the said Fraser
Selby, my executors or administrators, by an instrument in writing under my,
or their, or one of their hands and seals, should particularly describe 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 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 Fraser Selby, do hereby declare the
nature of my said Invention, and in what manner the same is to be performed,
to be particularly described and ascertained in and by the following state-
ment thereof, reference being had to the Drawings hereunto annexed, that
is to say:-
These improvements in traction engines relate to such traction engines as
are driven by cog or spur wheels, which wheels are usually allowed to vibrate
with the springs of the engine to a certain extent, thus creating great wear
and tear and loss of power by the constant jolting and vibrating of the wheels.
This great objection is obviated in the present improvements, which consist in
forming the axle of the driving wheels in three parts, connected together by
what is generally known as Hook's joint, or by any other suitable joint. The

page_text: centre and shortest length (which has on the middle of it the cog wheel or
wheels) is held up and supported in framing or between two brackets or bear-
ings, and thus revolves constantly in the same position, geared into the cog
or spur wheel or wheels of the crank shaft. This position of the wheels is not
altered, however great the jolting of the engine or vibration of the springs.
The Hook's joints are fixed on to the ends of this short part of the shaft out-
side the brackets or bearing, and connected on to the other two lengths of the
shafting respectively on which the driving wheels are placed in the usual
manner.
Figure 1, Sheet 1, of the accompanying Drawings is an elevation partly in
section of a traction engine, constructed according to my Invention; Figure 2
is a transverse section of the engine through the driving wheels; and Figure 3
is the plan of the engine; Figure 4 is a deviation partly in section; Figure 5,a
transverse section; and Figure 6 a plan of a Hook's joint.
a is a small cog wheel or pinion fixed on the crank shaft b; cis the other
cog wheel fixed on what may be called the centre or short length of the
driving axle. This wheel c and the centre length of the driving axle are hold
in two brackets d, d, which may be cast together or separately, and may be of
wrought iron or other metal; and at each end of this centre part of the axle
and outside the brackets is fixed a Hook's joint or any other suitable joint e,e,
connected to the other two lengths of the axlef,f; thus however much the
two parts of the axle f,f, vibrate with the springs of the engine, the wheel cis
always held by the bracket or brackets d, d, in precisely the same relative
position to the wheel a.
Where compound engines are used the cylinders need not necessarily be
of different diameters as usual, but may be of the same diameter if preferred,
because the back pressure may be partially or wholly obviated, as herein-after
described.
The improvements in valves relate to compound engines, whether employed
in traction engines or otherwise, and consist in constructing the slide valve,
ports, steam chests, and chambers, so as to regulate the admission and exit to
and from the cylinders, as may be required. The cylinders can be placed one
within the other (the outer one therefore being an annular cylinder), or they
may be placed side by side, or in any other position found most convenient.
The pistons and rods may be connected together (in the usual way) to one
crank, or they may be connected to separate cranks, and the cranks may be
fixed either in the same or in opposite directions, or at right angles, or any
desired angle to each other, or, indeed, in any position desired.

page_text: Arrangement of the valves and other parts.-One arrangement consists in
having three separate valve or steam chests; the first regulates the admission
and exit of the steam to and from the first cylinder, and has on the facing four
ports, which are hereafter explained. (Although four ports are named, yet if
it is required to have the cylinder "double ported," there would be either 6
or 8 ports, as desired. The other two steam chests and valves regulate
the admission and exit to and from the second cylinder, and cach has on its
facing two ports also, as hereafter explained. In each of these two chests is
an ordinary slide valve, and these may be worked either together (that is, by
the same rod or connection) or separately. If worked together, they may be
placed, for the sake of convenience, in a line with each other, and connected
together by a rod or stork passing through a gland or stuffing box fixed in the
partition between these two chests; the gland prevents the steam passing from
one chest to the other. On the valve facing of each of these chests are the
two ports above referred to. One port in each chest leads to the second
cylinder, one to each end thereof, and the other two are the exhaust ports
leading to the condenser, if a condenser is used.
Referring back to the four ports on the valve facing of the first steam chest,
two of the ports lead to the first cylinder (one to each end), and the other two
lead to the two steam chests of the second cylinder, one to each chest. Over
these ports a double-arched slide valve is worked; each arch covers two ports,
viz., one leading to one end of the first cylinder, and the other to one of
the steam chests of the second cylinder.
In Sheet 2 of the accompanying Drawings I have shewn this arrangement
with three separate valve or steam chests applied to a stationary engine. The
cylinders are shewn placed one inside the other, but they may be arranged in
any other relative position, side by side, or otherwise. Figure lisa horizontal
section; Figure 2 is an elevation, partly in section; Figure 3 is a transverso
section; and Figure 4 is an end view.
His the first or high-pressure cylinder, and L is the second or low-pressure
cylinder. a is the valve or steam chest into which the steam first enters from
the boiler; b is the valve therein. This valve is shewn double ported, but it
may be single ported, if preferred, as shewn at Figures 5, 6, and 7, Sheet 3.
This valve b regulates the admission and exit of steam to and from the first
cylinder H, the steam passing and repassing through the ports c,c, and c, c, to
one or other end of the first cylinder H, and returning at the desired moment
by way of the same ports under one of the arches d,d, of the valve b, thence
through one of the ports e, e, into one of the chests 1,, then through one of

page_text: the ports k, k, alternately into one or other end of the second cylinder L.
Instead, however, of passing direct into one of the chests f,f, it may be made
to pass into a chamber and remain there until required for use in the cylinder
L, when it is admitted into one of the chests f,, and passes thence into the
cylinder L. In the chests f,, are the other two valves g, g, which regulate
the admission and exit of steam to and from the second cylinder L, and also
the exit of the exhaust steam from the first cylinder H. These valves may be
arranged in any relative position to each other, and worked by any suitable
means. I have shewn them worked by one rod / with the gland h¹ thereon,
to prevent the steam passing from one cylinder to the other. Instead of placing
the chests close together, they may be placed apart, that is, with a space
between them, having in that case two or more glands or stuffing boxes on the
rod or rods, to prevent the escape of steam from either chest. The exhaust
steam from each cylinder escapes at the proper moment through its ports, that
from the first cylinder H escapes through the ports c, c, or c, c, thence under
one of the arches d, d, of the valve b, then through one of the ports e, e, into
one of the chests,j, alternately, and finally into the exhaust port m. The
exhaust steam from the low-pressure cylinder L escapes through one of the
ports k, k, thence under the arch of one of the valves 9, 9, alternately, and
finally into the eduction port m.
But if it is desired to form a "cushion" of steam for the pistons of one or both
cylinders, or to prevent the escape of the whole of the exhaust steam, in order
that the passages may not become perfectly empty, this may be done in the
ordinary way by varying the lap of the valves and resetting them, or by merely
altering the sizes of the ports to the extent required.
If it is desired to obviate all back pressure on the piston ofthe high-pressure
cylinder during its return stroke, this also may be readily done in the same
way, namely, by altering the lap of the valves and resetting them accordingly.
The other working parts of the engine (to the arrangement of which parts
I lay no claim) are as follows:-n is the crank of the first cylinder II and is
connected by a rod n' to the piston rod H, and is guided by the crosshead n³
placed inside the guide (). p, p, are the cranks of the second cylinder L
and are placed at right angles to the crank n. They are connected by the
rods p', pl, to the crosshead R, R, which works over the guide O, and is
attached to the piston rods L', L', of the cylinder L. The pumps may be
placed under the crosshead R, R, and guide O, and worked direct from the
piston of the second cylinder L; t, t, are the pump rods. Figures 5, 6, and 7,
Sheet 3, shew the same arrangement of valves except that the upper one is

page_text: single instead of double ported and the cylinders are arranged side by side
instead of one inside the other. Figure 5 is a longitudinal section through
the valves, and first or high pressure cylinder. Figure 6 is a transverse
section, and Figure 7 is a plan. a is the steam chest in which the valve bis
worked; /,, are the other two steam chests in which are the valves g, J¹
c, c', are the ports leading to the first cylinder; h, k, are the ports leading to
the second cylinder; m, is the education port. The action of these valves is as
follows:-The steam being cut off at half stroke of the high-pressure cylinder
will, at the next movement of the valves (in the direction indicated by the
arrows on the valve rods), expand into both cylinders simultaneously, ex-
panding from the first cylinder H, through the port c, under the arch d of the
valve 6, into the chest, thence through the port into the second or low-
pressure cylinder L.; and at the same time the exhaust steam will pass from
both cylinders through their respective ports, viz. that in the high-pressure
cylinder H will pass through the port c', under the arch 7, of the valve b into
the chest, thence through the education port m; and the exhaust stream
from the second cylinder L will pass through the port ¹, under the arch of
the valve g', thence into the eduction port m.
Another arrangement consists in working two slide valves one on the back
of the other, both being in the same steam or valve chest. On the valve
facing on the cylinder are five ports, two of which lead to the first cylinder
(one to each end), and two of the others to the second cylinder (one to cach
end), and the last or fifth port (which is the middle one) is the exhaust port.
The slide valve working over these five ports is constructed with two archics
to it, and from each arch is a port passing right through to the back of the
valve, and between these two arches there is another port also passing right
through to the back of the valve. The other or second slide valve above
referred to works over these three ports on the back of the first valve, and
thus prevents the steam in the chest entering any of them. This second
valve is similar to an ordinary slide valve with one arch, and is so worked that
it opens the exhaust at the proper moment before the slide valve next the
ports on the cylinder is able to do so, but which afterwards also opens the
exhaust. This arrangement is shewn in Figures 1, 2, 3, and 4, Sheet 3 ;
Figure 1 being a longitudinal section taken through the valves, and the first
or high-pressure cylinder; Figure 2 a transverse section through the valves
and high-pressure cylinder, and also through the second cylinder L, at the
point where the steam port enters the cylinder; Figure 3 a plan, and Figure 4
an end view. On the cylinder valve facing there are five ports, two of

page_text: which c, c, lead to the first or high-pressure cylinder II, one to each end, and
two k,, to the second or low-pressure cylinder T. one to each end. The
fifth portm is the education port. The slide valve A which works over these
is
5 ports is constructed with two arches d, d', and from each of these arches
there is one port e, or el, passing through to the back of the valve. Between
these two ports and e¹ there is another port which passes completely
through the valve A and communicates with the eduction port m.
Thus the
back of the valve A presents 3 ports over which the other valve
worked. The action of these valves is as follows :-The steam being cut off
(by preference) at half stroke of the first cylinder H, it will be observed that
at the next movement of the valves (in the direction indicated by the arrows
on the valve rods) the steam will expand into both cylinders simultaneously
passing from the high-pressure cylinder H, through the port e, under the arch
of the valve A, thence through the port into the low-pressure cylinder L.
And the exhaust steam from each cylinder will pass through their respective
ports c¹ and ¹ through the port e', under the arch of the valve B, thence
through the port, to the eduction port m. In the foregoing Specification
and in the Drrawing, I have described and shewn the valves arranged to work
the cranks of the engine at right angles to each other they may, however, be
placed in any other position desired. Where the cranks are placed at right
angles it necessarily follows, that when the piston of the first or high-pressure
cylinder is at half stroke, that of the second or low-pressure cylinder will be at
the end of its stroke, and therefore ready to take steam. The valves, therefore,
are by preference so arranged as to cut off the steam from the high-pressure
cylinder at half stroke, and from that point to expand into the second or low-
pressure cylinder, at the same time that it also expands into the remaining
half of the first cylinder. The steam, however, may be cut off at any earlieror
later period desired. The valves and cylinders may be arranged in any other
positions than those shewn in the Drawings to suit the convenience of varying
circumstances; for instance the cylinders may be arranged one above the other,
and so on, instead of one inside the other. orside by side. Although the valves
are shewn flat, they may be constructed in the form of piston valves, if pre-
ferred, and also where practicable one valve may be placed on one cylinder,
and the remaining on the other cylinder, if preferred, instead of their being
arranged altogether, as it were, on one cylinder. And although the foregoing
arrangements are described as if only two cylinders are used, the Invention
may be conveniently adapted toany number if required. The cylinders, chests
and chambers may all be steam jacketed or not as preferred.

page_text: Aud having now described the nature of my said Invention, and in what
manner the same is to be performed, I declare that I claim,-
First, the construction of traction engines, with the axle of the driving wheel
formed in three parts connected together by a Hook's joint, or by any other
suitable joint,substantially as herein-before described and illustrated in Sheet1
of the accompanying Drawings.
Second, the construction of compound engines with three separate valve or
steam chests,substantially as herein-before described and illustrated in Sheet2,
and in Figures 5, 6, and 7, Sheet 3, of the accompanying Drawings.
Third, the construction of compound engines with two slide valves, one
working on the back of the other, and both being in the same steam or valve
chest, substantially as hercin-before described and illustrated in Figures 1, 2,
3, and 4, Sheet 3, of the accompanying Drawings.
In witness whereof, I, the said Fraser Selby, have hereunto set my
hand and seal, this Sixth day of March One thousand eight hundred
and sixty-three
FRASER SELBY. (L.S.)