IMPROVEMENTS IN TRACTION ENGINES, WHICH MAY ALSO BE USED AS PORTABLE ENGINES
Year: 1872

page_text: LETTERS PATENT to Charles Denton Abel, of No. 20, Southampton
Buildings, Chancery Lane, in the County of Middlesex, for the
Invention of "IMPROVEMENTS IN TRACTION ENGINES, WHICH MAY ALSO BE
USED AS PORTABLE ENGINES."-A communication from abroad by
Julius Orlowski, of St. Petersburg, in the Empire of Russia, Civil
Engineer.
PROVISIONAL SPECIFICATION left by the said Charles Denton Abel
at the Office of the Commissioners of Patents, with his Petition,
on the 30th September 1872.
I, CHARLES DENTON ABEL, of No. 20, Southampton Buildings,
5 Chancery Lane, in the County of Middlesex, do hereby declare the
nature of the said Invention for "IMPROVEMENTS IN TRACTION ENGINES, WHICH
MAY ALSO BE USED AS PORTABLE ENGINES," to be as follows:
-
This Invention has reference, firstly, to an improved construction of
the driving wheels of traction engines. The tyres of the wheels are

page_text: constructed of broad steel or wrought iron hoops which are connected to
the nave by means of metal discs bolted or rivetted to both parts by
means of angle iron rings, and also by means of diagonal spokes. On
the periphery of the tyre are fixed segmental pieces of vulcanized
caoutchouc lying closely side by side so as to form a continuous surface,
each piece being however readily removable in order to be replaced by
a new picce. Steel bands are fixed upon the segmental pieces of
caoutchouc by means of the same screw bolts that serve to fix the
caoutchouc on the tyre. The nuts of these bolts are on the inner
surface of the tyre, and holes are formed in the side discs of the wheel
to gain access for screwing and unscrewing them. When the caoutchouc
yields to the pressure of the wheel on the road the bolts are thereby
pushed in a radial direction through the tyre. The steel bands have a
curved or bent form so that they do not lie quite parallel to the axle of
the wheel, whereby any slipping of the wheels in a lateral direction is
prevented. The caoutchouc segment pieces are confined at the sides of
the wheel between-rims of malleable cast iron fixed to the discs of the
wheels. The rim on the outer side of the wheel is constructed of
separate segments, but the inner rim is in one pieco and has formed on
its inner circumference a toothed rim into which gear the spur
wheels
of the steam engine. The toothed rim is protected from dirt and dust
by a sheet-iron covering."
The front steering wheel of the engine is constructed in the same
manner as the driving wheels.
Another improvement consists in constructing the cast-iron naves of
the wheels with an internal annular groove or channel which is filled in
with a packing of plaited cotton or other fibre, soaped with lubricating
material, which in coming in contact with the axle of the wheel
effectually lubricates the same. On the outer end of the nave is fixed a
cap covering the end of the axle, and serving as a reservoir for the
lubricating material which is introduced through a hole closed by a
screw plug.
Another improvement has reference to the construction of the steam
boiler of the engine and the mode of heating the same. The boiler is
an upright cylindrical one with steam dome, smoke chamber, and a
chimney at the upper end. The fire-box with grate at bottom is situated
centrally within the boiler; it is made slightly tapering or conical, and
is so arranged that a water space intervenes between its sides and the sides

page_text: of the boiler, and the top of the fire-box is somewhat below the low
water line of the boiler.
The side water spaces communicate at bottom by means of short pipes
on a level with the grate, with a vertical water tube situated centrally in
the fire-box, and extending up through the top thereof, the upper part
being of a reduced diameter. Centrally within the lower part of this
tube is an air tube open to the atmosphere at its lower end and closed
at its upper end, where it is provided with a number of lateral blast
nozzles passing through the outer tube so as to introduce a number of
air jets into the upper part of the fire-box. Above these nozzles and
surrounding the central water tube is fixed a lens-shaped water chamber
which communicates with the water space above the fire-box by means
of a number of inclined water tubes, and also by means of a tube sur-
rounding the upper part of the central water tube, whereby, as also by
the central water tube, the proper circulation of the water through the
several water spaces is insured. The water in the central water tube
also serves to cool the before-mentioned air nozzles passing through it.
The sides of the fire-box are made to bulge inwards in the space between
the air nozzles and the lens-shaped water chamber, in order to restrict
the passage for the flame and smoke at that point, and thus by causing
the air issuing from the nozzles to mix intimately with the smoke and
flame to produce a more perfect.combustion.
The fire-box communicates at top by means of two concentric rows of
inclined smoke tubes with a smoke chamber surrounding the steam
dome, and communicating with the chimney.
The proportion between the heating surface and grate surface of this
boiler is as 25 to 1.
To facilitate the cleaning of the several parts the lower part of the
boiler. is connected to the fire-box by means of rings which can be
readily unfastened, and the tube with air nozzles, as also the lens-shaped
chamber, can be easily unscrewed for cleaning the water tubes. For
gaining access to the smoke tubes the smoke chamber together with the
chimnoy are made to open on hinges.
"Only a small portion of the exhaust steam of the engine is employed
for creating a draught in the chimney into which it is made to pass in a
continuous jet. The greater part of the exhaust-steam is made to pass
வ

page_text: into the water tank, in which it enters through a pipe having a number
of small perforations so as to prevent great noise.
The fuel is fed into the fire-box automatically, and is heated before
entering the same. For this purpose a sliding hopper is situated in
front of the opening to the fire-box, which hopper is open at top and is
charged with the fuel. The hopper can be raised and lowered between
guides by means of a chain passing over a guide pulley; between it and
the opening of the fire-box is a sliding plate fitting with guide rollers
against the inner surface of the hopper. This plate is adjusted so as to
open or close the opening of the fire-box more or less, and thus to
regulate the supply of fuel which falls by gravity from the hopper into
the fire-box, the fuel having been previously heated while in the hopper
by the radiated heat from the fire. The hopper has a flange at bottom
provided with holes and fitting against the surface of the boiler; in
order to stoke the fire or to remove clinkers from the grate the engineer
raises the hopper by means of the before-mentioned chain until the
opening of the fire-box is covered by the said flange, and he then
introduces his stoking tool through the holes of the flange.
Another improvement consists in an arrangement for supporting the
steam boiler on the engine frame in such a manner that the boiler always
remains in a vertical position when the engine is running on uneven
ground. For this purpose two inclined struts project from the engine
frame on each side of the boiler so as to form a triangle with the frame.
These struts have plummer blocks, in which rest trunnions fixed to the
sides of the boiler above its centre of gravity, so that the boiler can rock
upon such trunnions. By this means the boiler is prevented from
assuming an inclined position in the direction of the longitudinal axis
of the engine. For allowing the boiler to adjust itself in the lateral
direction two semicircular grooves are turned in each of the trunnions,
and the brasses of the plummer blocks are formed so as to correspond
therewith. In order to prevent the boiler from assuming a swinging
motion while the engine is running on a level road it is provided at
bottom with quadrants, which when the engine is on an incline slide
against fixed plates in allowing the boiler to assume its vertical position,
but which when the engine is on a level road are fixed to the said plates
by bolts or catches..
Another improvement has reference to the slide valves of the engine
and the arrangement of the steam supply and exhaust. The two steam

page_text: the cylinders through a suction valve, and is forced thence through the
steam jacket, the pipes, and the cocks into the air chamber.
The before described improved traction engine may also be employed
as a portable engine. For this purpose the back cud of the engine is
slightly raised by means of a lifting jack and the one driving wheel is 5
removed. Upon the opposite end of the driving shaft is then fixed a
length of shaft carrying a fly wheel, which may also serve as a belt
pulley, or a special belt pulley may be formed or fixed on the side of the
fly wheel for imparting motion to machinery by means of a belt.
SPECIFICATION in pursuance of the conditions of the Letters Patent,
filed by the said Charles Denton Abel in the Great Seal Patent
Office on the 29th March 1873.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, CHARLES
DENTON ABEL, of No. 20, Southampton Buildings, Ohancery Lane, in
the County of Middlesex, send greeting.
J
WHEREAS Her most Excellent Majesty Queen Victoria, by Her
Letters Patent, bearing date the Thirtieth day of September, in the year
of our Lord One thousand eight hundred and seventy-two, in the thirty-
sixth year of Her reign, did, for Herself, Her heirs and successors,
give and grant unto me, the said Charles Denton Abel, Her special:
license that I, the said Charles Denton Abel, my executors, adminis-
trators, and assigns, or such others as I, the said Charles Denton
Abel, my executors, administrators, and assigns, should at any time
agree with, and no others, from time to time and at all times there-
after 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 TRACTION ENGINES, WHICH MAY ALSO BE USED as PORTABLE
ENGINES," a communication to me from abroad by Julius Orlowski, of
St. Petersburg, in the Empire of Russia, Civil Engineer, upon the
condition (amongst others) that I, the said Charles Denton Abel, my
exccutors 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

page_text: same was to be performed, and cause the same to be meu 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 Charles Denton Abel, do hereby
3 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, reference being had to the accom-
panying Drawings, and to the figures and letters marked thereon, that is
to say :-
This Invention relates to an improved construction and arrangement
of various parts of traction engines which I will explain with reference
to the accompanying five Sheets of Drawings.
On Sheet I. Fig. 1 shews a side view, partly in section, of the
complete traction engine; Fig. 2 shews an inner end view of the
steam cylinders; Fig. 3 shews a transverse section of steam cylinders
and jacket on line 1-2, Fig. 6, and a section of the blow-off cock;
Fig. 4 shews a longitudinal section through the slide box and jacket
and adjoining parts; Fig. 5 shews a plan of the slide for cutting off
the steam supply to the slide valve, box, and cylinders; Fig. 6 shews
) a sectional plan of the steam cylinders and parts connected therewith
on line 5—6, Fig. 3; Fig. 7 shews a plan of the boiler partly in section
on line 7-8, Fig. 1, viewed from below, shewing the smoke tubes;
Fig. 8 shews a plan of the boiler partly in section on line I.—II.,
Fig. 1, Sheet I., and Fig. 14, Sheet II.; Fig. 9 shews a section of the
5 filling tube for filling the boiler in the first instance; Fig. 10 shews
a side view of the tie bar to the struts that support the boiler, which bar
also supports the steam pipes.
On Sheet II. Fig. 11 is a back end view of the boiler with one
of the travelling wheels shewn in vertical section; Fig. 12 represents
part of a side view of one of the driving wheels; Fig. 13 represents
a back end view of the engine; Fig. 14 represents part of a side view
shewing the framing and struts for supporting the boiler; Fig. 15
represents a transverse section on the line 9-10, Fig. 26, Sheet IV.,
with elevation of crank shaft and parts adjoining; Fig. 16 represents
a vertical section of the sound deadener.
On Sheet III. Fig. 17 represents a transverse section on the line

page_text: represent parts to an enlarged scale, namely, Fig. 18 represents a hori-
zontal section of the air nozzles on the line 13-14 in Fig. 1, Sheet I.;
Fig. 19 represents a front view of the sliding plate in the feed hopper;
Fig. 20 represents a plan of the feed box; Fig. 21 represents a section
through the fire-grate on the line 15-16 in Fig. 24, Sheet III.; Fig. 22 5
is a side view of a fire-bar; Fig. 23 represents a half plan of the ring
connecting the shell to the boiler with the fire-box; Fig. 24 represents
a sectional plan of the boiler on the line 17-18 in Fig. 21, Sheet III. ;
Fig. 25 represents a vertical section of the lower part of the boiler on
the line 19-20 in Fig. 24, Sheet III.
The
1
On Sheet IV. Fig. 26 represents a general plan of the engine.
other Figures represent parts to an enlarged scale, namely, Fig. 27,
a plan of the arrangement whereby the engine is converted into a
portable engine; Fig. 28, a cross section of the coupling sleeve on the
fly wheel shaft; Fig. 29, a side view of the framing, shewn in Fig. 27; 1
Fig. 30, a side view of the fly wheel; Fig. 31, a side view of one of the
springs for holding down the cover of the water tank.
The Figures 4ª to 6ª on Sheet V. are enlargements of those marked by
the same numbers on Sheet I.
One part of this Invention has reference to the construction of the 2
driving wheels which constitute one of the most important features
of traction engines. The requirements which well constructed driving
wheels of traction engines have to fufil are, lightness combined with
greatest possible strength, sufficient elasticity, greatest possible adhesion
on dry or wet ground, and prevention of slipping on uneven ground, 2
and in turning. The wheels must also not act injuriously upon the
road, and they should be unaffected by changes of temperature or
different climates. These various requirements are believed to be all
fulfilled by the present improved construction of such wheels, which
is as follows:-Each wheel consists of a broad steel or wrought iron 3
tyre a, a, Fig. 11, which is connected to the nave c, c, by metal discs
b, b, secured to cach side of the same. The tyres a are fixed to the
discs by means of angle iron rings d, d, rivetted thereto, and the
dises are secured to the naves by rivets e, e, and screw bolts fƒ, f, which
also serve to secure the diagonal spokes 9, 9. Upon the periphery of 3
the tyre a segment pieces of caoutchouc h, h, are secured by means of
screw bolts i, i, in such a manner that they fit closely together and thus

page_text: form a continuous elastic band, while each separate piece ⁄ can be
readily removed and replaced. Steel bands k, k, are secured upon the
caoutchouc segments in the direction of the width of the tyre in such
a manner that they are attached to the tyre a by the same screw
bolts that secure the segments. If the segments, protected by the
steel bands, as described, are subject to blows or compression they yield
by virtue of their elasticity, whereby the bolts are pushed radially
inwards through the tyre. For gaining access to the nuts of the bolts i,
in order to screw them up or to unscrew them, in case the segments or
bands require changing, holes & closed with covers are provided in the
outer disc 6 of the wheel, as shown in Figs. 11 and 12. If requisite
similar holes may also be formed in the inner disc b.
-
The steel bands are somewhat bent (✓) or curved (~),
and are therefore not quite parallel to the axis of the wheel. This form
of the bands prevents the lateral slipping of the wheels on uneven or
slippery ground, and also affords a better hold on the road.
.
The caoutchouc segments are held laterally by means of rims n, n',
of malleable cast iron, secured to the discs 6 by means of screw bolts
m, m, which bolts also secure the diagonal spokes g. The rim on the
outer side of the wheel consists of separate segments n, as shewn
in Fig. 12, but the inner one n' is of one piece, and has cast on.it
a projecting toothed rim o which can be put in gear with the spur
wheels n', o', (Fig. 15), of the engine. The rims n, n', bear also upon
the rings p, p, which are rivetted to the discs b. The toothed rims o are
protected against dirt by means of a sheet iron cover q.
The steering wheel, Fig. 17, is constructed in a similar manner to the
driving wheels. The advantages of these improved driving wheels as
compared with those provided with a continuous caoutchone ring are
self-evident, as the caoutchouc segments in consequence of their smaller
dimensions can he much more perfectly and uniformly vulcanized,
whereby the tearing of the same through change of temperature is
prevented. Another circumstance is that the continuous rings when
defective can only be removed and replaced with considerable trouble,
expense, and delay, and the cost of the segments is also considerably
less than that of the entire rings. Furthermore the above described
mode of securing the segments prevents the wheel from slipping in the
caoutchouc covering, such as frequently takes place with the entire.

page_text: rings in damp weather or under a considerable load, occasioning loSS OF
power. The entire rings are also soon worn out to such an extent
through the slipping of the wheels inside them, that they hang loose on
the wheels, occasioning still greater loss of power, and they even some-
times slip off from the wheels laterally. The fixing of the entire rings
on to the wheels is on the other hand unreliable, as in this case the
caoutchouc becomes buckled, and soon breaks in consequence.
these disadvantages are obviated by the before described improved
construction.
All
Another part of this Invention has reference to the construction of
the naves of the driving wheels, and has for its object to effect a better
lubrication of the axles.
""
This improved construction of the naves is also shewn at Fig. 11.
The essential part of the improvement consists in forming in the body
of the cast-iron nave c, c, an annular chamber which is filled with a
plaited packing of cotton or other fibre saturated with any suitable
lubricating material, and so arranged that the axle comes in contact with
the packing, and is properly lubricated thereby. Upon the outer end of
the nave is screw a cap & enclosing the end of the axlo, and serving as a
reservoir for the lubricating material, for which purpose it is provided
with a stoppered aperture. To prevent any lateral slipping of the wheel
upon the axle, the latter is provided with a collar t, and with screw
nuts and v, between which collar and nuts and the surfaces of the
nave leather washers soaked with grease are introduced to reduce
friction.
Another part of this Invention has reference to the construction of
the steam boiler and the mode of heating the same. The requirements
which the steam boiler of a traction engine have to fufil are :—Con-
sumption of smoke to the greatest possible extent, combined with a high
heating power, greatest possible economy of space while affording great
heating surface, perfect access to all parts for cleansing purposes,
absence of noise from the escape of steam. These requirements are
fufilled in the most perfect manner by the present improved construction
of steam boilers, shewn in Figs. 1, 7, 8. (Sheet I.), 11, 14 (Sheet II.),
18 to 25 (Sheet III.), and 16 (Sheet IV.) w (Fig. 1) is a vertical
suspended boiler, provided at top with a steam dome x, smoke chamber y,
and chimney; centrally in the boiler is the fire-box 6', made slightly

page_text: conical and provided at bottom with a grate a³; between the sides c³, c²,
of the fire-box and the shell d', d', of the boiler is an annular water
space e, e. The top of the fire-box 6' is below the low water line of the
boiler, and the fire-box is thus surrounded on all sides by water. The
water space
e, e', communicates by means of two tubes ƒ³, f³, at bottom
with a central vertical water tube g³, the tubes f¹, f¹, being situated
between the bars of the grate a³, as shewn at Fig. 24. The tube g¹
has a continuation h¹ of reduced diameter extending to above the top of
the fire-box and communicating there with the water space of the boiler.
Centrally within the tube g¹ is an air pipe i¹, which communicates at k³
at bottom with the external air, and is closed at the upper end by the
nozzle head ; this nozzle head (shewn in sectional plan to an enlarged
scale at Fig. 18) is provided with a number of air nozzles, of which the
orifices m³ project through the junction piece *, connecting the tubes g¹
and h³, and open into the fire-box b¹.
o' is a lense-shaped water chamber, on which are fixed two rows of
slanting water tubes p', p', of which the upper ends pass through the
part q', q', of the top of the fire-box; r¹ is a vertical tube surrounding
the tube h' and communicating at its lower end with the water chamber o',
while its upper end passes through the head 8' of the fire-box so as to
communicate with the water space above the latter; two concentric rows
of inclined smoke tubes u³, u', connect the head 8' of the fire-box with
the top of the boiler w so as to establish a communication between the
fire-box and the smoke chamber y. The tubes ƒ¹, g¹, h³, r¹, and p¹ effect
a rapid circulation of the water, whereby the generation of steam is greatly
accelerated; the water circulating through the tube g' serves also to
cool the nozzle head in order to prevent it as much as possible from
being burnt.
The sides c³, c¹, of the fire-box 6' are bulged inwards at v¹ below the
lense-shaped water chamber o' in order to restrict the passage for the
flames at that point, whereby the hot air entering through the nozzles m³
is made to mix intimately with the unconsumed gases so as to effect a
more perfect combustion of the same, and consequently also to produce
a considerable increase of heat.
For regulating the admission of air at a valve may be provided.
The proportion between the heating surface and grate surface of this
boiler is as 30 to 1, whereas in boilers of similar dimensions heretofore
employed the proportion is only about one half of the above.

page_text: The construction of the above described boiler admits of a thorough
cleansing of all the parts, as will be seen from the Drawings. For
this purpose the bottom of the shell is secured to the fire-box c¹
by means of angle iron rings w¹ with an internal steam-tight packing
ring (see Figs. 21, 23, and 25,) and screw bolts, which can be readily t
removed; the nozzle head and the water chamber o' can also be
easily unscrewed, and the water tubes p' can then be cleaned. For
gaining access to the interior of the smoke tubes a' the cover of the
smoke chamber y together with the chimneys is made to turn over
on a hinge at y¹.
This part of the present Invention has also reference to the mode of
supplying the fuel to the boiler. This is effected automatically and in
such manner that the fuel is heated before it passes on to the grate.
For this purpose a sliding fuel box or hopper &² (Figs. 1, 11, and 20,) is
placed in front of the feed aperture a³ (Fig. 1) of the boiler which has
no door. The hopper is of sheet iron and is open at the side facing the
boiler and at the top, which is closed with a cover when the hopper is
full of fuel. The side next the boiler is curved so as to correspond with
the curved surface of the latter.
The hopper can be raised and lowered and held in any desired position ?
by means of a chain attached thereto, and passing over a guide
pulley c³, and it is held in proper position when being moved up or
down by means of guide bars or columns e³ (Figs. 1 and 11).
Situated closely against the feed aperture a³ is a slide f" curved so aš
to fit the curvature of the boiler and capable of sliding up and down.
This slide (Figs. 19 and 20) has at the sides guide rollers g' bearing
against guide rails on the inside of the hopper b³.
By means of a suitable contrivance such as ³ (Fig. 1) this slide can
be held at any height for the purpose of regulating the supply of fuel to
the fire-box. The fuel falls from the hopper on to the grate by its own
gravity, and it is by the above arrangement heated previously to its
entrance into the firc-box.
The fuel in the hopper prevents any smoke from issuing from the
fire-box, as also the entrance of cold air into the fire-box through the
opening a³. The bottom flange of the hopper 6ª has circular notches
(Fig. 11) so that if it be required to clear the grate from clinkers or
]

page_text: to stoke the fire the hopper is raised by means of the chain ď to such
a height that the notches are brought above the lower edge of the
opening a³, whereupon a stoking tool can be introduced into the fire-box
through the notches.
The above described arrangement for supplying fuel to the boiler
would effect a saving of about 30 per cent. in the consumption of fuel.
For supplying the boiler with water a pump (Figs. 1 and 15) is
provided, fixed to the water tank, the piston rod of which pump is
worked by the eccentric m³. This eccentric is fixed on the shaft n³
which receives rotary motion from the crank shaft o' of the engine by
means of spur wheels p³ and q, and s³ are the suction and delivery
valves of the pump.
In order to enable the supply of water to the boiler to be stopped
while the engine is travelling, a slide is provided in the valve box
(Fig. 14) by means of which the communication between the boiler and
the pipe leading to the pump is cut off, and by which at the same
time a communication is established between the pipe u³ and a pipe w³
leading to the water tank v³, whereby the water is allowed to circulate
from and to the tank through the pump.
For increasing the draught on first raising steam in the boiler a steam
pipe (Fig. 1) is provided having a cock y", by opening which the
steam is allowed to escape up the chimney. A second pipe leads from
the cock y³ to the water tank in order to heat the feed water by steam
in frosty weather. The water tank v³ is closed by a cover a³ (Fig. 26)
which is pressed down by means of springs 6³, one of which is shewn in
detail at Fig. 31.
For indicating the water lever in the water tank v³ (Fig. 15) a float c³
is provided on the rod of which any required scale is marked. For
filling the boiler in the first instance a funnel & (Fig. 9) closed by a
screw plug is provided at any convenient part of the boiler; (Fig. 1)
is the glass water gauge of the boiler; e³ is a safety valve; f* is the
steam pipe leading to the steam cylinders; ³ is the steam supply valve
of the boiler, and ⁄ª is the exhaust steam pipe.
For creating an artificial draught in the chimney while the engine is
5 running a small portion of the exhaust steam is used, which escapes in
a continuous stream instead of intermittently. The greater portion of
the exhaust steam is conducted from the steam cylinders into the water

page_text: tank into which it enters through a perforated tube or so called
"sound deadener" ³, Figs. 15 and 16, without causing any considerablo
noise.
Another part of this Invention has reference to an arrangement for
supporting the boiler in such manner that it always remains in a 5
vertical or nearly vertical position irrespective of any inclination or
unevenness of the road. This arrangement is shown at Figs. 8 and 14.
On the framing of the engine on either side of the boiler are fixed
two inclined struts m³ carrying at top a plummer block and forming a
triangle with the framing. In the plummer blocks ¿ª³ rest trunnions n³,
Fig. 8, rivetted to the boiler at a point above its centre of gravity, on
which trunnions the boiler is consequently free to rock or oscillate. By
this means the boiler is enabled to maintain its vertical position relatively
to the longitudinal axis of the engine.
1
To prevent any lateral shifting of the boiler and to secure the struts.15
firmly thereto, circular grooves o³ are cut in the trunnions n³, into which
fit corresponding circular ribs in the plummer blocks.
To prevent the boiler from assuming an oscillating motion on its
trunnions while the engine is running on level or nearly level ground
curved segments p³ (Fig. 14) (the centres of which correspond with those 20
of the trunnions.³), are fixed at the lower part of the boiler. When the
engine is on inclined ground these segments slide on fixed plain
surfaces q³, as the boiler turns on its trunnions in order to maintain its
vertical position, but when the engine is running on level or nearly
level ground the segments are secured to the surfaces q³ by means of 25
pins passed through holes in both parts so as to steady the boiler.
Another part of this Invention consists in an arrangement for relieving
the slide valves of the steam cylinders of pressure, as also in an im-
proved mode of conveying the steam to and exhaust steam from the
cylinders. The two steam cylinders &³, 8, Figs. 2, 3, 34, and 6, 6^, are 30
cast in one piece, and are enclosed by a steam jacket, into which the
exhaust steam passes directly from the cylinders. One portion of the
exhaust steam is allowed to pass thence into the chimney of the boiler
as before-mentioned, and another portion is made to pass into the water
tank of the engine. For this purpose the exhaust steam pipe u³ (Figs. 4 35
and 4) from the steam jacket and the pipe h³ communicating with the
chimney are connected to a three-way cock . To the one opening of

page_text: this cock is fixed a second three-way cock to which communicates with
the pipe leading to the sound deadener and with the pipe y' leading
to the air vessel. The shells of these cocks are conical and are turned
by means of levers with handles j, j (Figs. 15 and 26). Any two or all
three ways of the cocks may be made to communicate with each other.
The steam is conducted from the steam dome of the boiler through the
pipe f' into the slide valve box b' (Figs. 4, 4, and 6, 6*).
Between the slide valve box 6' and the pipe f³ is an ordinary slide c
(Figs. 4 and 5) by which the supply of steam can be entirely cut off.
d' is the mechanism for moving this slide.
For relieving the slide valve e', et, (Fig. 6) of pressure, that is, for
equalizing the pressure on both sides, a passage 1, 1, is formed in the
body thereof, of which the orifices 2, 2, must be sufficiently large to cover
the orifices 3, 3, of a passage 4 in the body of the valve box in whatever
position the valves may be, the passage 4 serving to establish a com-
munication between the two valves, as shewn.
From the steam supply pipe f³ (Figs. 4, 4ª,) two passages lead to the
cylinders; the one 5 opens into the valve box (from which the steam
passes into the cylinders), while the other 6 opens into the passage 4,
whereby, as will be readily seen, the pressure on the inner and outer
surfaces' of the slide valves will be equalized.
The admission of steam to the slide valve box can be regulated by a
cock fin the steam passage 5. On one of the slide valves a spring 9*
is fixed which presses against the other valvo, and thus keops both valves
against the cylinder ports.
The water of condensation is withdrawn from the cylinders 8 and
steam jacket ť simultaneously by the blow-off cock % (Figs. 2 and 3).
The slide valves are actuated in, the usual manner by four excentrics
i, i', and k², k', on the crank shaft o³ (Figs. 6, 6ª).
The link motion upon which the excentric rods act are not shown for
the sake of clearness. The expansion of the steam, as also the forward
and backward motion of the engine, are also effected in the usual manner
by the link motion. The link motion is regulated by the driver situated
on the seat (Fig. 1) by means of the levers m*, &c.
The arrangement of parts for transmitting the motion of the pistous to
the crank shaft o³ is also not new. On the ends of the crank shaft o
(Figs. 1, 6, 64, and '15) are shrouded spur' wheels nº, n.

page_text: Similar wheels ', o', are on the shaft n². The wheels n* and o* can
slide on their shafts, and the one or the other pair can be put in gear with
the toothed rings o of the driving wheels, whereby the motion of the
engine is effected. For sliding the wheels n' and o*, levers p* and q‘
(Fig. 1) are provided which extend to the seat l' for the driver, and are 5
provided with handles. When running on good roads with considerable
speed the wheels n* are put in gear with the toothed rings o; but for
running up steep inclines, or when transporting great loads, the wheels o*
are used, whereby the speed is reduced.
For turning the engine only one spur wheel is put in gear with that 1
driving wheel which has to perform the outside curve.
In Fig. 1 is the casing of the valve which regulates the admission of
steam to the steam cylinders. This regulation is effected by means of
an ordinary centrifugal governor, the balls 8, 8, of which are shown in
the Drawing. and are two flexible pipes connecting the steam 1
and exhaust pipes to the boiler. A, A, (Figs. 1, 13, and 26), are the coal
boxes.
The construction of the mechanism for actuating the steering wheel is
shewn in Figs. 17 and 26. is a hand wheel, the axle of which has a
worm ' in gear with a toothed segment w' fixed on the forked vertical 2
shaft O carried by the standard y'. The fork of the shaft O carries the
axle of the steering wheel, which can thus be steered from the driver's
seat.
Another part of this Invention has reference to the construction and.
arrangement of a pneumatic brake for the engine, which is brought into 2
action on running down steep. inclines; or for quickly stopping the
engine. For this purpose, steam being shut off, air is drawn through an
air valve a³, Fig. 4, into the steam cylinders by the motion of the
pistons, and is driven into an air vessel ³ (Figs. 15 and 26) situated in
the water tank v³, so that by the gradually increasing pressure thus 3
produced in the air vessel a correspondingly increasing resistance is
offered to the motion of the pistons, and thus the motion of the engine is
stopped or retarded. To produce this effect the steam supply is cut off
by closing the slide (Fig. 4), and the before mentioned blow-off
cock h' of the cylinders is opened. At the same time the cock ³ and w³ 3
are turned into such positions that the communications between the steam
cylinders and the chimney and water tank are cut off, and a communi-

page_text: cation established between the steam jacket and the pipe y' which
leads to the air vessel. When the steam has been blown off from the
cylinders the blow-off cock is closed.
By the continued motion of the pistons atmospheric air is drawn
through the air valve a' into the cylinders, and is forced thence through
the steam jacket and cocks v³ and w³ into the air vessel. After a few
strokes of the pistons the air will be compressed in the air vessel to to such
an extent that a great resistance will be offered to the motion of the
engine, and if desired a portion of the air can be allowed to escape
through the cock into the chimney. The advantages of this pneu-
matic brake over brakes of ordinary construction will be self evident.
The above described improved construction of traction engines can
also be adapted for use as a portable engine, when required. For this
purpose the back part of the engine is raised slightly by means of a
lifting jack, and the one driving wheel is removed from its axle.
Upon the end of the crank shaft o³ (Fig. 27), which projects beyond
the framing of the engine, a shaft is fixed by means of a coupling
socket c', and on the outer end of this shaft is fixed a fly wheel e' serving
as a belt pulley (or á pulley may be formed on the side of the fly wheel)
whereupon the engine may be used as a portable engine for driving
machinery, &c:
The shaft a³ is carried in a bearing f fixed on the bearer g³, of which
one end is fixed to the water tank v³, while the other end is secured to
the axle b³ of the driving wheel, as shewn at Fig. 29.
Having thus described the nature of this Invention, and in what
manner the same is to be performed, as communicated to me by my
foreign correspondent, I wish it to be understood that I do not limit
myself to the exact details of the several parts of the before described
improved traction engine, as these may be modified without departing
from the nature of the said Invention; but what I claim is,—-
First: In traction engines the use of driving wheels arranged and
combined substantially as and for the purposes herein-before described
and shown on tho Drawings.
Second. In driving wheels of traction engines, the segmental caout-
chouc tyres h, combined with bands, bolts t, and rings 1, n³, and
operating substantially as and for the purposes set forth.

page_text: Third. The naves c with annular chambers ? filled with fibrous packing
saturated with lubricating material, substantially as set forth.
Fourth. In traction engines and portable engines the use of steam
boilers arranged and combined substantially as herein-before described
and shewn on the accompanying Drawings.
5
Fifth. In steam boilers to traction and portable engines, the vertical
cylindrical shell d', fire-box c', q', ', with bulged part v, grate a', water
tubes ƒ¹, g', h¹, p', ', lense-shaped water chamber o', air tube ³, with
nozzle head l', m³, smoke tubes u¹, hinged smoke chamber y, and
chimney z, all arranged and combined substantially as and for the 1
purposes set forth.
Sixth. In combination with the above the sliding feed hopper 6ª sus-
pended by the chain & and regulating plate f, arranged and operating
substantially as set forth:
Seventh. The device for allowing the boiler to retain its vertical posi- 1
tion consisting of the trunnions n³ fixed to the boiler, and carried in
plummer blocks on struts m³, arranged substantially as set forth. .
Eighth. In combination with the above the segments p³, plate q³, and
pin, arranged and operating substantially as set forth.
Ninth. In steam cylinders to traction and portable engines the use of 2
balanced slide valves 1, with passages 2 communicating with a passage 4
in the valve box connected to the steam supply pipe, arranged and
operating substantially as set forth.
Tenth. In combination with the above the steam supply pipe f³, with
branches 5 and 6 leading respectively to the interior of the valve box 6', 2
and to the passage 4, and with the cock f*, and cutting-off slide c*,
arranged and operating substantially as set forth.
Eleventh. In steam cylinders to traction and portable engines the
steam jacket receiving the exhaust steam from the cylinders, in
combination with the pipe ', three-way cocks ³, 10, and pipes ³ 3
and ³, leading respectively to the chimney of the boiler and to the
sound deadener in the water tank o³, all arranged and operating sub-,
stantially as set forth.
-
Twelfth. In traction and portable engines the air vessel 2³ in com-
bination with the nine cooks and
ning s and steam Hecket A n

page_text: operating in conjunction with the pistons of the steam cylinders as a
pneumatic brake apparatus, substantially as set forth.
In witness whereof, I, the said Charles Denton Abel, have here:
unto set my hand and seal, this Twenty-eighth day, of March,
in the year of our Lord One thousand eight hundred and seventy-
three.