IMPROVEMENTS IN TRACTION AND LOCOMOTIVE ENGINES
Year: 1878

page_text: LETTERS PATENT to Charles Burrell and Robert Edwards, both of Thetford, in
the County of Norfolk, for the Invention of "IMPROVEMENTS IN TRACTION
AND LOCOMOTIVE ENGINES."
Sealed the 10th December 1878, and dated the 19th July 1878.
PROVISIONAL SPECIFICATION left by the said Charles Burrell and Robert
Edwards at the Office of the Commissioners of Patents on the 19th July
1878.
CHARLES BURRELL and ROBERT EDWARDS, both of Thetford, in the County of
Norfolk. IMPROVEMENTS IN TRACTION AND LOCOMOTIVE ENGINES."
"
This Invention has for its object improvements in traction and locomotive
engines.
Firstly. On the crank shaft, at each end, immediately outside each of its bearings,
we key on a pinion and arrange an intermediate shaft in bearings having spur
wheels keyed on it, one at either end outside its bearings, so that by sliding.the
shaft endways in its bearings the spur wheels on it can be made respectively to
engage with the pinions on either end of the crank shaft and either of the above
spur wheels on the intermediate shaft, or another spur wheel mounted on it between
its bearings is then arranged to gear with another shaft, or the axle so as
communicate the driving power thereto.
to
Secondly. We arrange two pinions of different diameters on the crank shaft,
outside one of its bearings, both capable of being slid endways on it and on the keys
that cause them to revolve; and in order to reduce the overhang of them from the
bearing we recess the back of the pinion nearest the bearing so that it can be slid
partly over the bearing, thus allowing the outside pinion to be brought closer in ;
and in ordinary designs the large pinion must be placed nearest the bearing, and
recessed in order to get sufficient diameter to recess, and consequently the double
spur wheel into which the pinion engages has its smallest diameter nearest the
inside

page_text: Thirdly. When two pinions are employed on a crank or other shafts, either
requiring to be slid endways in or out of gear independently of the other instead of
employing independent levers so as is usually the case, we arrange one lever which
is enabled to actuate either pinion independently by changing its fulcrum; and this
is done by causing forks to incline either pinion, which forks slide in or on a
suitable groove or slide, lugs or projections, on the forks being engaged alternately
by a moveable locking plate which holds one at a time stationary; and as the lever
used is connected at different portions of its length to the forks a variable fulcrum
is formed for it; the locking plate above mentioned is arranged to form a safety
plate as well, so that only one pinion at a time can be put in gear.
Fourthly. In an engine with a locomotive boiler we mount one or more winding
drums on the main axle (or on a tube or pipe encircling the main axle) between
the horn plates at the back of the fire-box, the axle being moved sufficiently to the
rear to allow the drums to clear the fire-box. These drums are driven by gearing
from the crank shaft, which is usually mounted above, an intermediate shaft being
sometimes used between them, ordinary road gearing being arranged outside the horn
plates. The fire-door is arranged at one of the sides of the fire-box. A jib crane
can be mounted on the engine and driven from the drum. In some cases we con-
trive a pipe axle to the drums through the horn plates, so that they can engage
with the driving wheels by pins or other connections, thus making the gearing of
the drum or drums serve as the road gearing as well.
Fifthly. In engines in which a horizontal winding drum is mounted on a stud
under the barrel of the boiler, and driven by gearing from the crank shaft of the
engine, such drum being arranged with suitable self-acting retarding brake to be
used when paying out rope and coiling gear, we mount also a winding drum on the
main or driving wheel axle arranged to run loosely on it, and caused to revolve by
the ordinary road gearing, a suitable self-acting break being used to retard the rope
when being payed out; so the two winding drums can be used in conjunction, one
of the drums alternately hauling whilst the other is paying out its rope, so that
they can be used for tilling the soil and other purposes.
Sixthly. In engines in which the driving wheels are arranged to run loosely on
the axle, that is, cach driven by independent spur or chain wheel or ring geared
from a counter shaft, we mount a winding drum on the axle, and connect it to one
of the gearing wheels or rings which drives one of the driving wheels, and arrange
suitable pins or clutch connections between the gearing wheel or ring, so that it can
.be disconnected from its driving wheel, and be allowed to revolve on the axle
independently, suitable clutch arrangement being made at the other end of the
countershaft or the other driving wheel for disengaging the other pinion or the
driving wheel gearing ring from its driving wheel, so that the winding drum can
be revolved on the axle independently of the driving wheels.
"
In some cases where compensating gear is used on the countershaft the com-
pensating gear is locked, and the above disengaging arrangements used at either
end. In other cases the compensating gear will not be locked, and no disengaging
arrangements are required at the opposite side of the engine to which the winding
drum is, as its gearing and its road wheel serve as a fulcrum for one bevel wheel of
the compensating gear, the other bevel wheel engaging through its gear with the
winding drum. In some
cases where it is undesirable to disconnect its main
gearing rings from the driving wheels we arrange one of the pinions that gear
into them to slide out of gear and into gear with a winding drum on the axle.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed by
the said Charles Burrell and Robert Edwards in the Great Seal Patent Office
on the 18th January 1879.
CHARLES BURRELL and ROBERT EDWARDS, both of Thetford, in the County of
Norfolk. 'IMPROVEMENTS IN TRACTION AND LOCOMOTIVE ENGINES."
"
This Invention has for its object improvements in traction and locomotive
engines.
Firstly. On the crank shaft, at each end, immediately outside each of its bearings,
we key on a pinion, and we arrange an intermediate shaft in bearings, having spur
wheels keyed on it, one at either end outside its bearings, so that by sliding this
shaft endways in its bearings the spur. wheels on it can be made respectively to
engage with the pinions on either end of the crank shaft. Either of the above
spur wheels on the intermediate shaft, or another spur wheel mounted on it between
its bearings, is arranged to gear with another shaft or the axle, so as to communicate
the driving power thereto.
Figures 1 and 2 of the annexed Drawings show a longitudinal view and cross
section of an engine with a crank shaft E mounted in bearings, having pinions
A and C keyed on it immediately outside; a countershaft H is also mounted in
bearings, and has two gear wheels B and D keyed on it, which slide with the
countershaft in and out of gear with the pinions A and C on the crank shaft ;
other gearing K is also mounted on the countershaft H to gear with another shaft
or axle; C is shewn in gear with D, and B is out of gear with A.
Secondly. We arrange two pinions of different diameters on the crank shaft,
outside one of its bearings, both capable of being slid endways on it and on the
keys that cause them to revolve, and in order to reduce the overhang of them from
the bearing we recess the back of the pinion nearest the bearing so that it can be
slid partly over the bearing, thus allowing the outside pinion to be brought closer
in. In ordinary designs the large pinion must be placed nearest the bearing, and
recessed in order to get sufficient diameter to recess, and consequently the double
spur wheel into which the pinion engages has its smallest diameter nearest the
inside.
Figure 3 shows a cross section; two pinions A and B are mounted on a crank
shaft M and capable of being slid endways on it as required, so as to gear
respectively with the double spur wheel P. The inside pinion A is recessed to
pass over the collar D on the crank shaft M, as also over the part E of the bearing.
Thirdly. When two pinions are employed on a crank or other shafts, either
requiring to be slid endways in or ont of gear independently of the other, instead
of employing independent levers, as is usually the case, we arrange one lever which
is enabled to actuate either pinion independently by cbanging its fulcrum. This
is done by causing forks to encircle either pinion, which forks slide in or on a
suitable groove or slide, and lugs or projections on the forks are engaged alternately
by a moveable locking plate, which holds one at a time stationary, and as the
lever used is connected at different portions of its length to the forks, a variable
fulerum is formed for it. The locking plate above-mentioned is arranged to form
a safety plate as well, so that only one pinion at a time can be put in gear.
Figures 4 and 5 shew a longitudinal view and plan of two pinions A and B,
mounted on a shaft M having forks C and D holding them. One end of a lever E
works on a pin on the fork C that holds the inside pinion A, and nearer to the
handle the lever also works on a pin on the fork D, which holds the pinion B.
A stop plate or double pawl H is arranged to take into lugs on the back of the
forks C and D, and hold either with its respective pinion stationary, thus forming
a fulcrum for the lever E. This stop plate also forms a locking plate, preventing
both pinions being moved at the same time.
Fourthly. In an engine with a locomotive boiler we mount one or more winding

page_text: drums on the main axle (or on a tube or pipe encircling the main axle), between
the horn plates at the back of the fire-box, the axle being moved sufficiently to the
rear to allow the drums to clear the fire-box. These drums are driven by gearing
from the crank shaft which is usually mounted above, an intermediate shaft being
sometimes used between them, ordinary road gearing is arranged outside the horn
plates. The fire-door is arranged at one of the sides of the fire-box:
:
Figures 6 and 7 show a longitudinal view and cross section of a traction engine
fitted with winding drums A, A, mounted on the main axle D, which is placed at.
the rear of the fire-box B between the horn plates H, H. Suitable gearing, as the
Drawings indicate, is arranged to connect the crank shaft with the drums as also
with the driving wheels by which the same may be revolved. Other arrangements
of gearing than those shown can however be used, but those represented in the
Drawings are preferred. The fire-door, as will be seen, is at the side of the fire-box.
Sometimes we prefer to carry the drums on a pipe axle fitted over the main axle,
and at other times we carry a pipe axle of the drums through the horn plates, so
as to engage the same with the driving wheels, so that the same gearing that
revolves the drums can be used to revolve the driving wheels, suitable dis-
connecting clutches being used when required.
Fifthly. In engines in which a horizontal winding drum is mounted on a stuď
under the barrel of the boiler, and driven by gearing from the crank shaft of the
engine, such drum being arranged with suitable self-acting retarding brake to be
used when paying out rope and coiling gear, we mount also a winding drum on the
main or driving wheel axle arranged to run loosely on it, and caused to revolve by
the ordinary road gearing, a suitable self-acting brake being used to retard the rope
when being payed out. The two winding drums can be used in conjunction, one
of the drums alternately hauling, whilst the other is paying out its rope, so that
they can be used for tilling the soil and other purposes.
The engine as we propose to construct it is an ordinary ploughing engine, having
a horizontal winding drum mounted under the boiler with brake such as is made
by Fowler, and we mount another drum loosely on the axle, which latter is geared
with the crank shaft. This drum is fitted with a retarding brake, so that it can be
used in conjunction with the one under the boiler for alternately hauling and
paying out its rope.
Sixthly. In engines in which the driving wheels are arranged to run loosely on the
axle, that is, each driven by independent spur or chain wheel or ring geared from a
countershaft, we mount a winding drum on the axle, and connect it to one of the
gearing wheels or rings which drives one of the driving wheels. We arrange
suitable pins or clutch connections by which the gearing wheel or ring can be
disconnected from its driving wheel, and be allowed to revolve on the axle
independently, suitable clutch arrangements being made at the other end of the
countershaft, or in connection with the other driving wheel for disengaging the
other pinion, or the driving wheel gearing ring from its driving wheels, so that
the winding drum can be revolved on the axle independently of the driving
wheels.
Figure 8 shows a cross section of an engine having driving wheels A and B on
an axle P, and on the latter is mounted a winding drum D having a chain ring E
attached to it, pins H and K are provided to connect the driving wheels A and B
to the chain rings E and F; sometimes however the pin K is dispensed with, the
chain ring being fastened fast to F, and then a clutch L is provided on the counter-
shaft M for disconnecting the chain pinion from it.
In some case where compensating gear is used on the countershaft, the com-
pensating gear is locked, and the above disengaging arrangements used at either
end. In other cases the compensating gear will not be locked, and no disengaging
arrangements are required at the opposite side of the engine to which the winding
drum is, as its gearing and its road wheel serve as a fulcrum for one bevel wheel of
the compensating gear, the other bevel wheel engaging through its gear with the
winding drum.

page_text: Figure 9 shows a cross section of an engine having driving wheels A and B on an
axle P; on the latter is mounted a winding drum D having a spur ring attached to
it. Pins H and K are provided to connect the driving wheels A and B to the spur
rings E and F.
Compensating gear is mounted on the countershaft M at the right-hand side. In
this arrangement when the winding drum is required to be revolved on the axle it
is disconnected from the driving wheel on its own side, and on the countershaft
being revolved it turns with it; as the driving wheel the other side of the engine
through its gearing causes the bevel wheel of the compensating gear nearest to it to
act as a fulcrum against which the other bevel wheel and the countershaft is
revolved.
In another plan the gearing is similarly arranged, only that the gearing wheel or
ring is either disconnected from the driving wheel on the opposite side of the engine
to which the winding drum is, or the bevel wheel and pinion on that side are
disconnected, so that by locking the compensating gear the winding drum can be
revolved on the axle without revolving either of the driving wheels.
In Figure No. 9 spur gearing is shewn on the last, or road motion, but sometimes
we prefer to use pitch chains.
In somes cases where it is undesirable to disconnect its main gearing rings from
the driving wheels, we arrange one of the pinions that gear into them to slide out of
gear and into gear with a winding drum on the axle.
Figure 10 shews a cross section of an engine having a winding drum B with
the spur wheel E attached to it, the winding drum B mounted loosely. H is the
main spur wheel keyed to the axle, and K is a pinion that gears with it, also
capable of being slid out of gear and into gear with the spur ring on the winding
drum B.
When required to be revolved the pinion that gears with the main or driving spur
ring is slid out of gear and into gear with the winding drum.
Sometimes, however, where each driving wheel has a separate gear ring or wheel,
the pinion the other side must also be slid out of gear or disconnected so as to
allow the winding drum to be revolved independently of the driving wheels and on
the axle, unless compensating gear is used on the countershaft, and then it is not
absolutely necessary.
Having thus described the nature of our said Invention and the manner of per-
forming the same, we would have it understood that we claim as our improvements
in traction and locomotive engines as follows:-
First. We claim keying two pinions fast on the crank shaft, one at each end,
immediately outside its bearings, and mounting a countershaft in bearings with
gear wheels keyed fast on it, one at each end, outside its bearings, the countershaft
and its gear wheels being made long enough to slide end ways in its bearings in and
out of gear with the pinions on the above-named crank shaft, and the said counter-
shaft being gear to another shaft or axle.
Second. We claim arranging also pinions of different diameters on the crank
shaft and outside one of its bearings, so that they can be slid in opposite directions
in or out of gear with a double spur wheel mounted on a countershaft; and
recessing the pinion nearest the bearing so that it can pass over the collar on the
crank shaft, as also partly over the bearing.
Third. We also claim in the above arrangement (when for constructive purposes
it is necessary) placing the larger pinion on the inside and nearest the bearing,
and the smaller pinion outside.
Fourth. When two pinions or gear wheels are mounted on a shaft and are
required to be moved one at a time in and out of gear with two other gear wheels
on another shaft, we claim the use of one lever only to effect this, one end of such
lever pivotting on a fork or attachment on one of the pinions, whilst another
portion of the lever pivots on a fork or attachment on the other pinion, there being
also a suitable plate or stops to hold the forks or attacliments and their respective

page_text: pinions stationary so that either can serve as a fulcrum from which to actuate the
other.
Fifth. We also claim the arrangement in which the stops act as safety locking
gear, so that both pinions cannot be moved at the same time.
Sixth. We claim mounting one or more winding drums on the main axle (or a
pipe encircling the same) between the horn plates or extended sides of the fire-box
at the rear of the fire-box, and gearing the same direct to the crank shaft or through
the intervention of a countershaft.
Seventh. We also claim extending the pipe axle of the drums through the horn
plates to engage withe the driving wheels and drive them.
Eighth. We claim combining with a ploughing engine having an horizontal
winding drum fitted with self-acting retarding brake under the boiler, as is usual,
an additional drum mounted loosely on the main axle outside the horn plates,
the same being fitted with a self-acting retarding brake so that it can be used
in conjunction with the one under the boiler alternately for hauling and paying out.
Ninth. In engines in which the wheels are mounted loosely on the axle, each
wheel being geared independently to a countershaft by a chain, we claim mounting
a winding drum loosely on the main axle between one of the horn plates and one
of the driving wheels, the chain, wheel, or ring that drives the driving wheel on
that side being attached to the winding drum, and suitable means being used to
disconnect the chain, wheel, or ring from the driving wheel, and there being also on
the other side of the engine arrangements to enable the winding drum to be revolved
on the axle. when required independently of the driving wheels.
Tenth. In engines in which the driving wheels are driven independently from
the opposite ends of a countershaft having compensating gear arranged on it we
claim to mount a winding drum loosely on the axle between one of the horn plates
and one of the driving wheels, and to attach it to the gear ring or wheel of the
latter, at the same time providing means of disconnecting the gear ring or wheel
from the driving wheel. And this we claim both when the compensating gear on
the countershaft is allowed to remain in operation, one part thereon acting as a fulcrum
for the other, or where this compensating gear is locked, and means are provided for
disconnecting it from the other driving wheel.
Eleventh. We claim mounting a winding drum with a spur ring loosely on or
around the main axle of the engine, and causing it to revolve when required by sliding
into gear with it the pinion of the driving wheel gear.
In witness whereof, I, the said Robert Edwards, have hereunto set my hand
and seal, this Sixteenth day of January, in the year of our Lord One thousand
eight hundred and seventy-nine.