IMPROVEMENTS IN LOCOMOTIVE AND TRACTION ENGINES
Year: 1859

page_text: LETTERS PATENT to William Bray, and William Thomas George Bray,
both of Folkestone, in the County of Kent, Engineers, for the Invention
of "IMPROVEMENTS IN LOCOMOTIVE AND TRACTION ENGINES."
Sealed the 24th June 1859, and dated the 12th January 1859.
PROVISIONAL SPECIFICATION left by the said William Bray and William
Thomas George Bray at the Office of the Commissioners of Patents, with
their Petition, on the 12th January 1859.
We, WILLIAM BRAY, and WILLIAM THOMAS GEORGE BRAY, both of Folkestone,
in the County of Kent, Engineers, do hereby declare the nature of the said
Invention for "IMPROVEMENTS IN LOCOMOTIVE AND TRACTION ENGINES," to be
as follows:-
In locomotive or traction engines for travelling on common roads or on soft
ground, it is generally or frequently desirable to cause the shaft of the steam
engine to revolve at a greater speed than the driving wheels, which run upon
the ground, and for this purpose the speed is reduced by pinions and toothed
wheels or otherwise. It is also desirable to have the means of varying the
ratio or proportion of the reduction of speed. And it is also desirable to
support the boiler and engines upon springs; but if the pinions which drive
the large toothed wheel on the driving wheel are mounted on the springs,
their teeth would move in and out of those of the large wheel, and they would

page_text: soon be broken. If the axle of the pinion were on the same level as that of
the wheel, each blow or vibration on the wheel would be communicated to the
pinion, and the teeth would probably soon be destroyed. By the present
Invention a link is connected from the axle of the driving wheel to a lever
carrying two or more pinions at or near to the crank shaft, or to the axle of
the second pinion or at some intermediate position.
The axle of the driving wheel may work up and down in a guide, or may
be guided by a link or lever. When a link or lever is used, it may be
connected to or form one piece with the aforesaid link and lever, so that the
whole may turn on one fulcrum, and may serve to guide the wheel and to
carry the pinions. The fulcrum may be placed at the level of the axle, or
at the level of the crank shaft, or at some intermediate position. Instead of
mounting the lower end of the lever or arm which carries the pinion or
pinions upon a fulcrum on the carriage, we sometimes make it with a slot,
or cause it to work in a slot or guide while the upper end is guided or
controlled by a link placed in a horizontal or nearly horizontal position, so
as to cause it to move in a vertical or nearly vertical direction.
The front part of the engine is supported by a pin, which rests on a clip
embracing the centre of a spring, which is suspended from the front axle.
The front axle passes through a box or case attached to the under locking
plate, but is free to move up and down at either or both ends to a sufficient
extent to accommodate itself to the inequalities of the road, the arrangement
of the spring giving a great facility to its motion. The Invention is applicable
to engines constructed, as described in the Specification of certain Letters
Patent granted to me the said William Bray, and bearing date the 31st day
of December, 1856, and also to other locomotive or traction engines.
SPECIFICATION in pursuance of the conditions of the Letters Patent, filed
by the said William Bray and William Thomas George Bray in the
Great Seal Patent Office on the 11th July 1859.
TO ALL TO WHOM THESE PRESENTS SHALL COME, we, WILLIAM
BRAY and WILLIAM THOMAS GEORGE BRAY, both of Folkstone, in the County
of Kent, Engineers, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her Letters
Patent, bearing date the Twelfth day of January, in the year of our Lord
One thousand eight hundred and fifty-nine, in the twenty-second year of
Her reign, did, for Herself, Her heirs and successors, give and grant unto

page_text: us, the said William Bray and William Thomas George Bray, Her special
licence that we, the said William Bray and William Thomas George Bray,
our executors, administrators, and assigns, or such others as we, the said
William Bray and William Thomas George Bray, our executors, adminis-
trators, 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 LOCOMOTIVE AND TRACTION ENGINES,"
upon the condition (amongst others) that we, the said William Bray and
William Thomas George Bray, our executors or administrators, by an
instrument in writing under our or their hands and seals, or under the hand
and seal of one of us or them, should particularly describe and ascertain the
nature of the said Invention, and in what manner the same was to be per-
forined, 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 we, the said William Bray and William Thomas
George Bray, 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 (that is to say):-
In locomotive or traction engines for travelling on common roads or on soft
ground, it is generally or frequently desirable to cause the shaft of the steam
engine to revolve at a greater speed than the driving wheels which run upon
the ground, and for this purpose the speed is reduced by pinionsand toothed
wheels or otherwise. It is also desirable to have the means of varying the
ratio or proportion of the reduction of speed, and it is also desirable to support
the boiler and engine upon springs, but if the pinions which drive the large
toothed wheel on the driving wheel are mounted on the springs, their teeth
would move in and out of those of the large wheel, and they would soon be
broken. If the axle of the pinion were on the same level as that of the
wheel each blow or vibration on the wheel would be communicated to the
pinion, and the teeth would probably soon be destroyed. By the present
Invention a link is connected from the axle of the driving wheel to a lever
carrying two or more pinions at or near to the crank shaft or to the axle of
the second pinion, or at some intermediate position. The axle of the driving
wheel may work up and down in a guide, or may be guided by a link or lever.
When a link or lever is used, it may be connected to or form one piece with
the aforesaid link and lever, so that the whole may turn on one fulcrum, and

page_text: may serve to guide the wheel and to carry the pinions. The fulcrum may be
placed at the level of the axle, or at the level of the crank shaft, or at some
intermediate position. Instead of mounting the lower end of the lever or arm
which carries the pinion or pinions upon a fulcrum on the carriage, we
sometimes make it with a slot or cause it to work in a slot or guide, while
the upper end is guided or controlled by a link placed in a horizontal or
nearly horizontal position, so as to cause it to move in a vertical or nearly
vertical direction. The front part of the engine is supported by a pin which
rests on a clip embracing the centre of a spring, which is suspended from the
front axle. The front axle passes through a box or case attached to the
under locking plate, but is free to move up and down at either or both ends
to a sufficient extent to accommodate itself to the inequalities of the road, the
arrangement of the spring giving a great facility to its motion. The Invention
isapplicable to engines constructed as described in the Specification of certain
Letters Patent granted to me the said William Bray, and bearing date the
Thirty-first day of December, One thousand eight hundred and fifty-six, and
also to other locomotive or traction engines.
Figur 1,
1, Sheet I., of the accompanying Drawings is a plan, and Figure 2
is a side view of parts of a locomotive or traction engine constructed according
to our Invention; the same letters refer to similar parts in each Figure. A
is a part of the boiler; B is the crank shaft; C is one of the driving or
propelling wheels; and D is the main axle; E is a lever turning on a pin or
fulcrum e, and carrying two pinions F and G; H is a link, the lower end of
which has an eye which embraces the axle D, while its upper end is jointed
or connected to the lever E. Figure 3 is a separate view of the lever E and
link H. The lower end of the link H may, if more convenient, be made
without an eye, and may be attached to the bearing a of the axle D, which
bearing is capable of sliding up and down in a fork or guide in the frame !
which is attached to the boiler or main frame of the engine. K is a spring
which rests by means of the rod on the bearing a of the main axle D; c, c,
are two links, by means of which the weight of the engine is supported from
the ends of the spring K, in a similar manner to that commonly employed in
locomotive engines. The crank shaft B carries a pinion L, which drives a
spur wheel M on the spindle of the pinion G. The pinions F and G are
capable of sliding on their spindles, and are driven by feathers or keys on
their spindles, and each is provided with a clutch, by means of which it can
be advanced into gear or drawn out of geer with a large toothed wheel or
ring N, attached to the driving wheel C. The pinion F being mounted on
the crank shaft serves for the fast motion, while the pinion G serves for the

page_text: slow motion. In Figure 2 the driving wheel is supposed to be removed; the.
position of its periphery being indicated by the circle C. The bearing a of.
the main axle D moves in a vertical direction in its fork, but it may be
guided by a horizontal link or lever turning on the fulcrum e, or on some
-point, nearer to or farther from the axle D, instead of employing the fork..
The total motion being small, the difference between the vertical line and an
arc of a circle, of which e is the centre, is so small that it may be disregarded.
If a link or lever turning on the fulcrum e be employed, this link will form a
triangle or rigid frame with the link H and. lever E, consequently every point
in this triangle or frame will preserve a constant distance from every other
point in the same, and therefore the axes of the pinions Fand G will always
continue at a constant distance from the main axle D, and the pinions will
therefore work correctly in the wheel or ring N, notwithstanding the play of
the springs.
Figure 4 shows a modification of the machinery in which a rigid frame or
arm or lever O is substituted for the lever and link shewn in Figures 1, 2,
and 3, and the fork or guide for the axle D is dispensed with. The lever or
arm O guides the main axle in a vertical or nearly vertical course, and keeps
the pinions F and G at their proper distances from the main axle. The
fulcrum of the lever O may be on a level with the main axle D, as shown
at e in Figure 4, and nearer to or farther from the main axle D than is there
shewn, or it may be on a level with the crank shaft B, as shewn in Figure 5,
or.at some intermediate height as in Figure 6. When the fulcrum is on a
different level to the main axle, that axle will move in a diagonal instead of a
vertical direction, but the degree of its variation from the vertical direction
may be reduced by lengthening the lever or arm 0, and placing the fulcrum
further off. The steam engine cylinders which drive the crank shaft may be
placed horizontally on the same level as the crank shaft, or they may be
inclined with their axes in a line with or parallel to a line drawn from the
centre of the crank shaft to the fulcrum e, or in any other suitable position.
Figure 6 shows an arrangement very similar to that shewn in Figure 5,
but having the fulcrum eat an intermediate level between that of the main
axle D, and that of the crank shaft. In this Figure a third pinion T is shewn,
gearing into the large wheel N, on the main axle D. For convenience in
arranging the gearing, the crank shaft may be placed at B; a pinion on the
crank shaft drives a wheel M on the spindle of the pinion G, which spindle
carries another pinion which drives a wheel U on the spindle of the third
pinion T. In like manner additional pinions may be added, if required..
Figure 7 shows another arrangement, in which the arm, or lever, or frame O,

page_text: which carries the pinions F and G, is not mounted on a fulcrum, but is caused
to move up and down in a vertical or nearly vertical direction. For this pur-
pose the upper part of the arm or frame is connected to, and guided by a
horizontal, or nearly horizontal link P, turning on a fulcrum d, on the boiler
or main frame of the engine. The lower part of the arm or frame O has a
vertical slot f, which works on a pin R, fixed to the boiler or main frame of
the engine. The bearing a of the main axle D works in a fork, as in
Figure 2. This bearing may be fixed to or form part of the arm 0, or it may
be a separate bearing, and the arm O may have an eye which embraces the
axle D, as shown in reference to the link H, in Figures 2 and 3. Thus the
fork which guides the bearing a, and the link P, insure the vertical motion of
the arm O. This motion being small in comparison with the length of the
link P, the arc described by that link differs so little from the vertical line,
that the difference may be disregarded. The pin R has a head, or flange, or
nut which prevents the arm or frame O from twisting about laterally, while
at the same time it allows it to rise and fall freely in a vertical direction.
Figure 8 shows an arrangement very similar to that shown in Figure 7; a
guide R is used in lieu of the slot and pin in the last Figure. The link P
may be connected to the bearing of the pinion F, or it may have an eye which
embraces the crank shaft or spindle of the pinion F, or it may be connected to
any other convenient point at the upper part of the arm or frame O, so as to
insure its moving in a vertical or nearly vertical direction. The bearing a of
the main axle D works in a fork which guides it in a vertical direction.
similar result may be obtained by guiding the axle by a horizontal or nearly
horizontal link or lever, as herein-before mentioned, for the motion being
small, the deviation of the arc described by the link or lever from the
perpendicular, is so small that it may be disregarded. In like manner the
horizontal link P has merely to guide the arm or frame O in a vertical or
nearly vertical direction, and it is therefore obvious that a plain fork or guide
may be substituted for it, although with some increase of friction. All these
arrangements admit of the placing of three or more pinions on the arm, or frame
or lever, if three or more motions are required. Thus, Figure 9, Sheet H.,
shows an arrangement similar to that shewn in Figure 8, but with three
pinions, F, G, and T, mounted on the arm or frame O, which is guided by the
horizontal link P, and the fork in which the bearing a of the main axle works,
and may be steadied by a guide R at each side.
A
Figure 10 is another very similar arrangement with two pinions F and G,
mounted on the arm or frame O, which is guided by a link or lever P
connected to an intermediate point between or above the two pinions. If the

page_text: link orlever P, and its bearings or connections are made sufficiently strong and
stiff to keep the arm or frame O in its proper position laterally, the guide R
may be dispensed with.
Figure 11 is a side view, and Figure 12 is a front view of an arrangement
of the front axle with a spring; X is the iron axle which may pass through
the wooden axletree Y, or two separate iron or steel axles may be fixed to the
wooden axletree Y. An iron strap or stirrup, or two iron plates are fixed to
the axletree at f, and a similar stirrup or plates at g. From these are sus-
pended the links a, a, carrying a spring b, surrounded by a clip c. The middle
of the axletree is capable of moving up and down between two jaws or
plates Z, Z, attached to or made in one piece, with a circular plate, which
supports another circular plate fixed to the front end T of the engine.
The plate rests on a shoulder h, on a pin i, whose lower end is rounded
and rests in a cup or cavity in the clip c;, the upper end of the pin is secured
by a key k; the pin i passes through a hole in the axletree, which hole is
conical or wider at the top than at the bottom, so as to allow of the axletree
being raised at one end, and depressed at the other end. By this arrangement
the wheels are enabled to accommodate themselves to the inequalities in the
road or ground on which the engine is travelling. The plate z, with the
jaws Z, Z, is capable of being turned to different angles for the purpose of
steering the engine. This may be effected by a wheel and a pinion, with a
vertical shaft carrying a handle or steering wheel, or by any other convenient
means. In order to connect the parts more securely, the plate z may have a
cylindrical or conical boss or socket entering a corresponding secket on the
plate t.
Having now described the nature of our said Invention, and in what manner
the same is to be performed, we wish it to be understood that we do not claim
constructing locomotive or traction engines with the crank shaft or pinion
shaft connected with the main axle by a link or links, so as to cause them to
rise and fall together, as we are aware that such an arrangement has been
proposed many years ago, and employed before the date of the present Letters
Patent, nor do we claim generally, the application of two motions or speeds to
locomotive or traction engines mounted on springs; but what we claim is,-
First, the various arrangements of driving gear for applying two or more
motions or speeds to the wheels of locomotive or traction engines mounted on
springs by means of two or more pinions, each of which is capable of being
placed in gear with one wheel or ring of teeth, attached to or concentric with
the main axle or driving wheel, such pinions being carried by a lever, or arm,
or frame connected directly or by a link to the main axle or its bearing, and

page_text: turning on a fulcrum on the boiler or frame of the engine, as herein-before
described.
Second, the various arrangements of driving gear for applying two or more
motions or speeds to the wheels of locomotive or traction engines mounted on
springs, by means of two or more pinions, each of which is capable of being
placed in gear with one wheel or ring of teeth, attached to or concentric with
the main axle or driving wheel, such pinions being carried by an arm or frame
which is connected to the main axle or its bearing, and is guided in a vertical
or nearly vertical direction, as herein-before described.
Third, the arrangement for supporting one end of a locomotive or traction
engine on a spring, in such manner that the axle may be capable of inclining
and accommodating itself to the inequalities of the ground, as herein-before
described.
In witness whereof, I, the said William Bray, have hereunto set my
hand and seal, this Eighth day of July, in the year of our Lord
One thousand eight hundred and fifty-nine.
WILLIAM BRAY. (L.S.)