Improvements in Railway Locomotives.
Year: 1890

page_text: Date of Application, 4th Dec., 1890
Complete Specification Left, 3rd Sept., 1891-Accepted, 3rd Oct., 1891
PROVISIONAL SPECIFICATION.
Improvements in Railway Locomotives.
I, GUSTAVE D'ADELSWARD of 83 Boulevard Magenta Paris in the Republic of
France do hereby declare the nature of this invention to be as follows:-
My invention relates to the construction and arrangement of a railway locomotive
in such a manner that the power and speed can be largely increased within per-
missible dimensions, and that without sacrifice of stability.
For this purpose, I divide into two separate parts the boiler and the engine and
driving mechanism, so that the locomotive as a whole consists of a front part
including engine and driving wheels and above them the store of fuel, and a hinder part
including the boiler only, behind which there is a separate coupled tender containing
water only. In the front part the cylinders, which may be equal or unequal for
compound working, are placed in the extreme front, this part being carried on a
bogie.
The connecting rods extend backwards to cranks on a driving axle, and from
these cranks coupling rods extend backwards to cranks on a second driving axle ;
All the machinery,
in some cases a third axle may be coupled to the former.
cylinders, connecting rods, cranks and coupling rods are within the framing as near
as possible to the longitudinal axis, so as to avoid the alternating impulses on each
side when the cranks are external. The framing of the engine part consists chiefly
of a central longitudinal girder and two side girders outside the driving wheels with
suitable cross ties. Above the engine there is a floor and enclosed and covered
space for fuel, this as well as the part below being preferably made with a conoidal
front so as to diminish resistance of air at high speeds.
Immediately behind the fuel store and between it and the boiler is the cab where
the fire door opens.
The boiler is of the usual tubular kind, its barrel being kept as low as possible,
and above it is a cylindrical steam and water space. The hinder part of the boiler
is carried on a pair of four wheeled bogies, or on an eight wheeled bogie; the front
part has two rigid side frames, projecting forwards from it to a crosshead the centre
of which is pivotted in a spherical bearing on the engine frame midway between the
two driving axles. Thus the weight of the front part of the boiler is transferred
to the driving wheels, while at the same time, the boiler and engine parts are free
for running along curves.
The waste steam from the engine may be led back by pipes to a chimney situated
behind the boiler; but I prefer to provide two flue pipes extending forward from
the smoke box, one on each side of the boiler to a point nearly over the cylinders
where they join into one uptake into which the waste steam is blown.
Dated this 4th day of December 1890.
ABEL & IMRAY,
Agents for the Applicant.
COMPLETE SPECIFICATION.
Improvements in Railway Locomotives.
I, GUSTAVE D'ADELSWARD, of 83 Boulevard Magenta Paris in the Republic of
France, do hereby declare the nature of this invention and in what manner the
same is to be performed to be particularly described and ascertained in and by the
following statement:-
My invention relates to the construction and arrangement of a railway locomotive

page_text: in such a manner that the power and speed can be largely increased within per-
missible dimensions, and that without sacrifice of stability.
For this purpose, I divide into two separate parts the boiler and the engine and
driving mechanism, so that the locomotive as a whole consists of a front part
including engine and driving wheels and above them the store of fuel, and a hinder
part including the boiler only, behind which there is a separate coupled tender
containing water only.
In the front part the cylinders, which may be equal or unequal for compound
working, are placed in the extreme front, this part being carried on a bogie.
The connecting rods extend backwards to cranks on a driving axle, and from
these cranks coupling rods extend backwards to cranks on a second driving axle ;
in some cases a third axle may be coupled to the former.
All the machinery, cylinders, connecting rods, cranks and coupling rods are
within the framing as near as possible to the longitudinal axis, so as to avoid the
alternating impulses on each side when the cranks are external. The framing of
the engine part consists chiefly of a central longitudinal girder and two side girders
outside the driving wheels with suitable cross ties. Above the engine there is a
floor and enclosed and covered space for fuel, this as well as the part below being
preferably made with a conoidal front so as to diminish resistance of air at high
speeds.
Immediately behind the fuel store and between it and the boiler is the cab where
the fire door opens.
The boiler is of the usual tubular kind, its barrel being kept as low as possible,
and above it is a cylindrical steam and water space. The hinder part of the boiler
is carried on a pair of four wheeled bogies, or on an eight wheeled bogic; the front
part has two rigid side frames, projecting forwards from it to a crosshend the
centre of which is pivotted in a spherical bearing on the engine frame midway
between the two driving axles.
Thus the weight of the front part of the boiler is transferred to the driving
wheels, while at the same time, the boiler and engine parts are free for running
along curves.
The waste steam from the engine may be led back by pipes to a chimney situated
behind the boiler; but I prefer to provide two flue pipes extending forward from
the smoke box, one on each side of the boiler to a point nearly over the cylinders
where they join into one uptake into which the waste steam is blown.
With this construction, in addition to the freedom for running round curves
afforded by the articulated construction, the further advantages are obtained that
the driving wheels can be made of large diameter without having to raise the centre
of gravity of the engine, while the boiler can be kept very low so as to provide a
correspondingly low centre of gravity, and consequently increasing the stability of
the engine, while by arranging for the transmission of the power from the cylinders
to the driving wheels as near the centre line of the engine as possible, the horizontal
oscillations are greatly reduced, and the stability and ease in running are still
further increased.
I will proceed to describe my said improvements with reference to the accom-
panying drawings in which
Fig. 1, shown partly on Sheet I and partly on Sheet II shews a side clevation of
the improved locomotive of high speed and great power, composed of the several
elements the driving mechanism, the boiler, and the tender, and shewing the two
articulated suspensions of the boiler on its bogy and of its connection with the engine.
Fig. 2, also on Sheets I and II, shews a longitudinal section of the same;
:
Fig. 3, also on Sheets I and II, shews a plan with the upper part removed, and
section through the boiler on line A-B Fig. 2, and
Fig. 4 shews a cross section of the engine between the two driving axles, shewing
the mode in which the boiler is fixed to the engine.
The driving mechanism is contained between three longitudinal beams A A A
strongly braced together, the one beam being in the axial line, and the other two

page_text: outside the wheels, and forming a suspended framing mounted upon wheels in the
ordinary manner by means of springs and sliding axle boxes.
The wheel system consists of four large coupled wheels B behind and a bogie C
in front. This arrangement may however be modified according to requirements,
either by coupling together a greater number of wheels, or by leaving free the
two driving wheels and either with or without a front bogie.
These coupled wheels B can either be full discs or spoked wheels.
The two engine cylinders D placed in front above the bogie and within the longi-
tudinal bearers, are bolted to the latter and are also connected to the middle bearer,
the cylinders being formed with lateral flanged lugs for this purpose.
The slide valve boxes are arranged outside the bearers for facility of construction
and for easy access. The cylinders are shewn of the same size, but the compound
system may also be employed.
The power is transmitted to the cranked driving axle E by means of connecting
rods a in the usual manner.
The crank pins of the axle are made sufficiently long to take the heads of the
coupling rods b coupling the axle E to the second cranked axle F, the rods being
placed on the inner side of the rods a so as to bring the points of transmission as
near the centre line as possible.
The cranks and connecting rods are balanced by counterweights c on the former;
the balancing might however also be effected by weights on the driving wheels.
On the middle bearer A at the middle of the distance between the two axles E
and F, is fixed the step bearing or socket d for the pivot d¹ of the articulated
framing G of the boiler H; this bearing of wrought iron or steel is formed with a
spherical bearing surface which constitutes the support of the pivot d' and permits
the latter to adjust itself in every direction; this body of this bearing, which has
its middle bored for the passage of the pin e, is terminated in a longitudinal
direction by two strong lugs which are rivetted or bolted to the bearer A. The
part of the engine between the driving wheels which is not otherwise occupied is
enclosed and arranged to form the coal receptacle I so that the coal is ready at
hand for the fireman.
The above described arrangement of the driving mechanism together with the
articulated connection of the boiler forms the essential feature of my invention;
these combined features offer the advantages of affording the required adhesion of
the driving wheels to the rails, and while the boiler and engine practically constitute
a single structure, the articulation affords to the vehicle great smoothness in running
round curves.
The boiler H shewn is of the type known of Molines and Lrounier; it possesses
the property of combining a large evaporating power with a large capacity for
water and steam; in the present application of this type, the fire box of large
capacity and grate i are made of the full width of the engine, limited only by the
external framework J and the water cased sides of the firebox. The cylindrical
body 9 containing the group of fire tubes can be made of large diameter and con-
sequently the tubes can readily be increased in number to the required extent for
giving the necessary heating surface. The upper cylindrical body, of a diameter
slightly less, communicates with the body g by means of the tubular connecting
pieces of sufficient number for insuring the proper delivery of the steam. The
water level only rises to a slight height in this cylindrical body h, the remaining
space being reserved for steam, which is taken off along the whole length of the
upper part by means of a pipe k having small perforations through which the steam
can pass without carrying water with it; this steam flows off very regularly and
leaves the water level below from which the steam is disengaged in a very quiescent
state, so that the steam passes to the cylinders D in a very dry condition.
This boiler, supplied with all the usual fittings, rests free upon transverse
supports o fixed to the inner sides of two main longitudinal bearers J, which are
extended forward and are connected together by the before mentioned transverse
piece G, carrying the pivot d' which rests in the bearing d as already described.

page_text: This wrought iron or steel transverse piece is made of very strong dimensions, so
as to effectually resist all strains that may come upon it. The pivot d¹ has a pin e
passing through it, secured by a nut below d so as to tie the two parts of the engine
together.
The rear end of the boiler is mounted by a swivelling joint on a bogie L having
eight wheels ; in the arrangement shewn on the drawing the four axles are mounted
rigidly in two side frames m; it might however be formed as a double bogie, each
having two axles carried in side frames the two bogies being connected together by
a transverse beam, one end of which is connected to the one side of the one bogie
while the other end is connected to the opposite side of the other bogic, the middle
of the transverse beam being pivotted underneath the support of the boiler,
which latter together with the cross beams o o serve to frame the side bearers J J
effectually together.
A bogie with three axles may also be employed.
In the arrangement shewn on the drawing the chimney is constituted by two
pipes p, starting from the smoke box 9 and connected together at the front part of
the engine into a single tube M, into which issues the steam blast serving to
produce the draft in the ordinary manner.
The two chimney pipes pass along each side of the cylindrical body h of the
boiler H, and of the coal box I, passing through the upper part of the engine
drivers cab.
The chimney might also be arranged vertically at the rear end, instead of being
carried forward, in which case the discharge steam pipes would be carried back-
ward to the smoke box. Or the two pipes p might be replaced by a single pipe
arranged within the cylindrical body and extending along the same.
The water is supplied to the boiler from a separate tender N of the required
capacity, only charged with water.
Although engines of the above described construction are of greater length than
ordinary engines, it will be found that they can still be run on to turn tables of
existing construction.
In order to reduce the increasing resistance of the air at high speeds, the engine
is provided in front of the cylinders with a sheet iron cap S of conical or ovoidal
form, in continuation of which is a similar larger cap S¹ in front of the coal box.
The engine drivers cab, placed between the engine and the boiler, is of large
size; the fireman remains near the engine driver, who is placed on the inner side
of the permanent way, for observing the signals.
He can act directly upon the regulator t which is placed conveniently to his
hand; the reversing gear u is in front of him as in ordinary engines; v is the
steam supply pipe and the steam sand box.
The brakes and other usual fittings of the engine may be of ordinary construction.
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 :-
1. The herein described construction of articulated locomotive engine in which
the engine and driving mechanism is separate from the boiler, the frames of the two
being pivotted together, while the tender is at the rear of the boiler.
2. In a locomotive engine such as is referred to in the preceding claim, making
the pivotted connection of the boiler frame with the engine frame at a point
between the two driving axles of the engine, or at such other point as will not only
allow of an easy passage round curves, but will also enable the driving wheels to be
loaded with part of the weight of the boiler, for increasing their adhesion to the
rails, substantially as described.
3. The arrangement of the engine cylinders and the coupling rods between the
side frames, the parts being so arranged as to effect the transmission of power as
near as possible to the centre line of the engine.
4. The described arrangements of the parts of the engine whereby the driving

page_text: wheels can be made of large diameter without raising the centre of gravity
of the engine, the cylinders being either both high pressure or with compound
action.
5. Mounting the boiler firstly on a pivot at the front end between the driving
wheels, and secondly on a pivot at the rear end carried by one or more bogies, thus
affording a freely articulated connection enabling the engine to pass easily round
curves.
6. The described construction of bogie with four pairs of wheels mounted rigidly
between two side frames; also of a double articulated bogie.
7. The combined arrangements of the articulated locomotive engine herein
described with reference to the drawings, whereby an engine of great speed and
power is obtained.
Dated this 2nd day of September 1891
ABEL & IMRAY,
Agents for the Applicant.