IMPROVEMENTS IN OBTAINING AND APPLYING MOTIVE POWER
Year: 1852

page_text: LETTERS PATENT to Alfred Vincent Newton, of the Office for
Patents, 66, Chancery Lane, in the County of Middlesex,
Mechanical Draughtsman, for the Invention of "IMPROVEMENTS
_PROVISIONAL SPECIFICATION left by the said Alfred Vincent
Newton at the Office of the Commissioners of Patents, with
his Petition, on the 24th December 1852.
I, ALFRED VINCENT NEWTON, do hereby declare the nature of the
said Invention for "IMPROVEMENTS IN OBTAINING AND APPLYING MOTIVE
POWER" to be as follows:-
The Invention which forms the subject of the present application
for a patent consists in employing the pressure of a weight or of a
lever, to act upon one or more wheels, rollers, or pullies, and thereby
cause them by their rotation to actuate the axle or shaft intended
to communicate motion to a carriage or machine. In applying this
Invention to carriages either on railways or common roads, the
weight of the carriage itself is made to act on the periphery of the

page_text: running wheels, and thereby assist in imparting motion thereto.
This is effected by mounting the carriage on a frame furnished with
additional wheels, which bear on the running wheels and cause
them to rotate. By this means a great economy of power is
obtained.
In applying the principle to stationary engines for propelling
machinery, weighted levers are substituted for the wheels.
The same principle is applicable to all purposes where an im-
pelling power is required, whether for, propelling on land or water,
driving machinery of various kinds, or for diminishing the friction
or tractive power required for carriages of various kinds on ordinary
roads.
SPECIFICATION in pursuance of the conditions of the Letters
Patent, filed by the said Alfred Vincent Newton in the Great
Seal Patent Office on the 24th June 1858.
TO ALL TO WHOM THESE PRESENTS SHALL COME, .I,
ALFRED VINCENT NEWTON, of the Office for Patents, 66, Chancery
Lane, in the County of Middlesex, Mechanical Draughtsman, send
greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her
Letters Patent, bearing date the Twenty-fourth day of December,
in the year of our Lord One thousand eight hundred and fifty-two,
in the sixteenth year of Her reign, did, for Herself, Her heirs and
successors, give and grant unto me, the said Alfred Vincent Newton,
Her special licence that I, the said Alfred Vincent Newton, my
executors, administrators, and assigns, or such others a I, the
said Alfred Vincent Newton, 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

page_text: IN OBTAINING AND APPLYING MOTIVE POWER" (being a communication
from abroad), upon the condition (amongst others) that I, the
said Alfred Vincent Newton, by an instrument in writing under
my hand and seal, 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 Alfred Vincent Newton, 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, reference being
had to the Drawings hereunto annexed, and to the letters and
figures marked thereon (that is to say):
The principle upon which is based the present Invention or
discovery of "Improvements in Obtaining and Applying Motive
Power," is, that the force of gravity properly applied will produce
the effect of a horizontal or tractive force. This being the case, it
will be understood that, by properly applying and adapting this
force of gravity, a carriage, even when loaded with a heavy weight,
may, to a certain extent, be made to propel itself.
The improvements which form the subject of the present Patent
consist therefore in so adapting and employing the pressure of a
weight or of a lever, made to act upon one or more wheels, rollers,
or pullies, that the said weight or lever may thereby cause them to
rotate, and by their rotation to actuate the axle or shaft intended
to communicate motion to a carriage or machine. In applying this
Invention to carriages either on railways or common roads, the
weight of the carriage itself is made to act on the axle or other
suitable part of the driving or running wheels, and thereby assist in
imparting motion thereto. This is effected by mounting the
carriage on a frame furnished with additional wheels or rollers,
which bear on the axles or other convenient part of the running
wheels, and cause them to rotate. By this means a great economy
of power is obtained. In applying the principle to stationary

page_text: engines for propelling machinery, weighted levers are substituted for
the wheels. The same principle is applicable to all purposes where
an impelling power is required, whether for propelling on land or
water, driving machinery of various kinds, or for diminishing the
friction or tractive power required for carriages of various kinds on
ordinary roads. I would here observe that, although the power
obtained by the weight of a carriage being made, by suitable
mechanical arrangements, to act on the axles or other convenient
part of the running wheels of a railroad or other carriage will be
sufficient under certain circumstances to propel the carriage, yet I
do not mean to dispense entirely with the ordinary motive agents;
the object of the present Invention being to assist the ordinary
propelling machinery, and not to be used entirely in place thereof.
It will, of course, be evident that in applying the Invention to the
various purposes to which it may be applicable, it must necessarily
undergo considerable modification in the arrangement and con-
struction of the several parts; the same principle, however, will be
found to exist in all cases, whatever the modification, construction,
or arrangement of the parts may be. This principle may be said
practically to consist in applying to the shaft to be driven the
force of gravity, or the force obtained by the weight of the carriage
at an angle to the vertical line. The angle of inclination from the
vertical line, at which it has been found most advantageous to apply
the force of gravity, is three and a half degrees or thereabouts.
I do not, however, intend to confine myself rigidly to that parti-
cular angle of inclination.
Fig. 1, represents a method of applying this discovery to a
railway carriage wheel, for the purpose of assisting in propelling
the same. a, a, represents the framing of the carriage; b, b,
the running wheel; c, the axle on which the running wheel is
fixed in the ordinary manner; d, d, are the guard plates or
horns between which the axle c, rotates: These guard plates are
shewn detached at Figures 2, and 3; a plain wheel or antifriction
roller e, turns on a hollow spindle h, attached to the grease box i,
which is mounted in a moveable frame f, between the horns of the

page_text: guard plates, and encloses the carriage or bearing spring, and
rises and falls in the slots or between the horns of the guard plates
d, d. This wheel or roller e, bears on the upper side of the axle c,
of the running wheels, as shewn best in the end view, Fig. 4. The
axle h, of the roller e, being hollow, admits of oil or other lubricating
material being supplied thereto from the grease box i; the axle
having transverse apertures made therein to allow the oil to flow
out against the rubbing surfaces at the centre of the antifriction
wheel e. The guard plates or horns d, d, are secured to the framing
by bolts in the ordinary manner, and are strengthened and main-
tained in their proper position by the tie rods j,j, and horizontal
piccek, which is adapted to their lower ends. Upon applying
motive power by incans of a locomotive engine,. for instance, and
drawing the carriage in the direction of the arrow in Fig. 1, the
axle c, of the running wheel b, will move forward against the left
hand horn of the guard plates d, d, and consequently the weight
of the carriage and its load will, by means of the roller e, be con-
tinually acting upon the axle c, and causing it to turn round.
When the carriage is propelled in the opposite direction, exactly
the reverse of the above described action takes place. It has been
found by experience, that the force of the gravity or weight of the
carriage applied in this manner, has so great an effect on the axle
of the running wheel, and therefore in propelling the carriage, that
it may be most beneficially employed in retarding the progress of
railway carriages when required. In order to effect this object, a
lever is applied to the axle c, for the purpose of moving the same
backwards or forwards, as the case may require; and supposing the
carriage to be running in the direction of the arrow in Fig. 1, it will
be seen that when this axle c, is pulled or forced back from the left
hand horn to the right hand one, the whole weight of the carriage
will be brought to bear upon the opposite side of the axle, and
retard the rotation thereof, and consequently tend to stop the
running wheel. When the axle c, is, as shewn in the Drawing,
immediately under and in a verticle line with the roller e, no pro-
pelling force in either direction will be exerted.

page_text: Fig. 5, is a side elevation, and Fig. 6, a plan view of a modication
of the above described arrangement, also applied to a railway
carriage. a, is part of the framing of the carriage, also shewn
detached in Fig. 7; b, b, the running wheel; c, the axle of the
same; d, d, the guard plates, which, however, are not in this
instance fixed to the framing, but are furnished with slots, and are
attached in such a manner to the framing by means of bolts n, n,
that they may have a vertical motion as the carriage springs give
to the weight or pressure of the carriage. The lower ends of the
guard plates d, are held steady by the rod j, and piece k. As in the
former instance, they are also furnished with antifriction rollers 1, 1
(shown by dots in the figures), against one of which the axle C, is
made to bear when rotating in either direction. It will be seen on
referring to Fig. 6, that there are two rollers e, e, instead of only
onc, as in the former instance, and these two rollers are fixed upon
one common axle or spindle h, instead of turning thereon, as in
Fig. 1. It will also be seen that the guard plates are placed
between these two rollers. The spindle h, bears against the
peripheries of two other rollers m, m, shewn by dots in the figures,
and thereby the friction is considerably reduced. These two rollers
m, m, turn freely on their spindles, which are made hollow, and are
supplied with oil, as at h, and i, Figures 1, and 4. In some cases
I employ only one roller m, instead of two as shewn, and when this
is the case provision must be made for holding or retaining the
axle h, of the roller e, in its proper place. It will be seen that the
axle c, may, as in Fig. 1, be moved either to the right or left for the
purpose of assisting in the propulsion or in retarding the progress
of the carriage, as before explained.
Fig. 8, is an elevation, and Fig. 9, a plan view of a method of
adapting the Invention to a carriage wheel for ordinary roads. In
this instance, two antifriction rollers are shewn in the Drawing,
but one alone will be found sufficient, provided its axle or spindle
be placed at the requisite angle from the vertical line, as in the
other instances. The running wheels c, are mounted on the axle-
tree in such a manner that they may turn thereon frecly; the axle-

page_text: tree also is allowed to rotate in contact with the peripheries of the
antifriction wheels e, e, so that they may turn independent of each
other when required, as in running round curves or corners.
Fig. 10, is a plan view, and Fig. 11, an elevation of an arrange-
ment for applying motive power to engine shafts, whereby the
friction of the shafts of stationary engines may be considerably
diminished, and the dead points of the engine destroyed. By means
of the improved arrangement shewn in the figures, the ordinary
crank is dispensed with, the motion of the piston being com-
municated to the running wheels in a different manner. A, is the
shaft of the engine or machine, which instead of turning in journals,
is supported by, and rotates between 6 antifriction rollers PIP,Pi
which are mounted at equal distances apart in 2 rings q, q, sup-
ported by the arms 7, 1, 1.
The shaft A, is furnished with two flanges, shoulders, or discs s, s,
which are fixed thereon, and it is against the edge of these flanges,
shoulders, or discs s, s, that the rollers p, p,p, are made to bear;
these rollers also rotate against the inner side of the rings t, t. All
these several parts are kept in their places between the 2 side
plates d, d, which are fixed or secured in any convenient manner to
the framing, or otherwise.
The motion of the piston is communicated to the running wheels,
and the dead point of engines is overcome by means of the
reciprocating motion of the ratchet racks u, u, which are connected
to the piston rod v, of the engine, by means of the cross piece w.
These ratchet racks u, u, are held in contact with the teeth of the
wheel or ring t, t, on opposite sides thereof, by means of the springs
x, x; and as the piston rod moves back and forth, one or other of
the racks u, either pushes or pulls round the ratchet wheel or ring
t, t, and communicates thereto a continuous rotary motion. This
ratchet ring being connected to the flanges or discs 8, 8, the motion
of the one necessarily follows if rotary motion is imparted to the
other, and therefore the shaft A, is made to rotate continuously and
regularly without the necessity of employing a heavy fly wheel to

page_text: The
get over the dead points of the engine by its momentum.
discs or flanges s, s, of the shaft A, being made to bear against the
surfaces of the rollers p, p, the friction of the shaft A, is reduced to
a nullity.
Fig. 12, represents the manner of applying the same improve-
iments to locomotive engines, and whereby the ordinary crank is
dispensed with. The piston rod v, of the cylinder is connected at
its outer end with a cross piece w, which carries the two racks
u, u, which are held in gear with the ratchet wheel t, by means of
the spring a. The ratchet wheel t, is fixed on the axle of the
running wheel b, and therefore, as the piston rod moves back and
forth, the racks drive or propel the ratchet wheel, and consequently
cause the running wheel to rotate. It should be observed, that, on
each side of the running wheel, there is a ratchet wheel t, and a
pair of racks u, u, exactly similar to those shewn in the Drawing,
with the exception that the teeth are set in the opposite direction.
The use of a double set of racks is to enable the engineer to drive
the running wheel in either direction. A change in the direction
of rotation of the wheel is produced by putting one of the pairs of
racks out of gear, and the opposite one in gear with their respective
ratchet wheels; and this operation is effected by the aid of the lever
y, which turns on the centre 1, by means of the links z, z, which
will overcome the force of the spring a, and force asunder the two
racks from out of gear with the ratchet t. The same operation will
have the effect of bringing the other pair of racks into gear with
the other ratchet wheel on the opposite side of the running
wheel, and by that means reversing the rotation of the running
wheels.
In Sheet II, I have shewn the Invention as adapted to stationary
engines, for the purpose of increasing the motive power thereof.
The same principle is brought to bear in this, as in the case of
locomotive engines or carriages, or carriages for common roads.
Fig. 13, is a diagram representing in side elevation one method of
causing force of gravity to act upon the fly wheel of a stationary

page_text: engine; Fig. 14, is a front elevation of the same; and Fig. 15, is a
plan view. a, a, is the fly wheel of the engine; b, the main shaft ;
c, the connecting rod, which receives its motion from the piston of
the cylinder; d, is a heavy wheel or roller, which is made to rotate
on or in contact with the periphery of the fly wheel a, as shewn in
the figures. Supposing the fly wheel to be 9 feet in diameter, the
wheel or roller d, should weigh about one thousand pounds. The
diameter of the roller d, may of course be increased or diminished,
by diminishing or increasing its breadth in the same ratio, as the
dimensions of the roller are not important, provided the bearing
weight is maintained the same, as it is by the power or force of the
weight of the roller d, bearing upon the fly wheel a, and thereby
causing it to rotate more freely, that the motive power of the
engine is increased. The axle e, of the roller d, instead of being
mounted in ordinary bearings, is supported at each end upon an
inclined rotating platform ff, which, however, will not prevent the
roller from bearing with its full force upon the fly wheel. The
axle e, is prevented from moving laterally by the pivots g, g, which
are mounted in vertical sliding bearings, affixed to the cross pieces
h, h, which is supported by columns rising from the stationary plat-
form m, m. The platform f, is inclined to the horizon, and turns
on and round the points i, shewn by dots in Fig. 13. It is supported
from below, and rests upon three antifriction rollers j,j,j, at the
ends of the triangular frame k, k, l, which turn round the central
spindle, fixed in the lower and stationary platform m, m, which
is supported by masonry, or a suitable framing, not shewn in the
Drawing.
It will be seen on referring to Fig. 13, that the axis of the
roller d, is placed about three and a half degrees to the left of
a vertical line extending from the axle of the fly wheel: and as
the axle or shaft of the heavy rotating weight d, will by the incli-
nation of the rotating platform f, always have a tendency to rotate
in the direction of the arrow, and move downwards, it will conse-
quently cause the fly wheel a, to rotate in the opposite direction, as

page_text: also indicated by the arrow marked thereon in Fig. 13. In order
to counteract the friction on the bearings of the axle or shaft b,
which will naturally result from the immense weight that is made
to bear thereon, it will be found advantageous to support the axle
on a rotating inclined plane, constructed precisely in the manner
shewn in the figures for the axle of the roller d; but as the fly
wheel a, rotates in the opposite direction to the roller, it follows
that the rotating platform should be inclined in the opposite direc-
tion, as shewn by dots in Fig. 13.
Having now described the Invention that has been communicated
to me by my foreign correspondent as aforesaid, and the best
means with which I am at present acquainted for carrying the
same into effect, I would observe, in conclusion, that I am aware
that anti-friction rollers or wheels have heretofore been adapted to
axle boxes, journals, and bearing for axles or shafts for the purpose
of diminishing the friction of such shafts or axles against their
boxes or bearings. I do not, therefore, mean or intend to claim
the exclusive right of employing rollers or wheels for such purpose,
except when they are constructed, arranged and applied sub-
stantially in the manner herein set forth; but that which I consider
to be new, and therefore wish to claim as the Invention secured to
me by Letters Patent as aforesaid, is,―
First, the application of rollers or wheels to axles or shafts in
such a manner that the force of gravity of any superincumbent
weight may be made to act upon the said axles or shafts at an
angle or inclination from the vertical line, and thereby cause or
assist in causing such axles or shafts to rotate.
Second, I claim the arrangement shewn in Figures 10, 11, and
12, or any mere modification thereof, for reducing the friction
of shafts, and dispensing with the use of the crank, and thereby
overcoming or destroying the dead point of engines.
Third, I claim the arrangement shewn in Sheet II, or any mo-
dification thereof, for imparting motion or assisting in imparting
notion to the shafts and fly wheels of stationary engines, and

page_text: also the means shewn and described of supporting axles or shafts,
and reducing or obviating the friction to which they are subjected
on rotating.
In witness whereof, I, the said Alfred Vincent Newton, have
hereunto set my hand and seal, this Twenty-fourth day of
June, in the year of our Lord One thousand eight hundred
and fifty-three.
Witness,
J. W. MOFFATT,
66, Chancery Lane.
A. V. NEWTON. (L.s.)