Improvements in or connected with Road Locomotives.
Year: 1899

page_text: Date of Application, 15th July, 1899
Complete Specification Loft Oth Anr 1000 Accented 30th lune 1000
PROVISIONAL SPECIFICATION..
Improvements in or connected with Road Locomotives.
I, FRITZ BRUTSCHKE, of 105, Pestalozzistrasse, Charlottenburg, near Berlin,
in the German Empire, Engineer, do hereby declare the nature of this inven-
tion to be as follows:-
This invention relates to improvements in or connected with road locomotives.
All vehicles which run upon ordinary roads such as streets, high roads and
the like without rails must be so constructed that the two axles are movable
relatively with one another and capable of being turned from their parallel
position to an inclination to one another both in the horizontal plane when the
vehicle is travelling in curves and also in the vertical plane when the vehicle
is passing over inequalities of the ground.
In road locomotives as hitherto constructed the necessary movements have
been effected from the front axle alone, the said axle being connected to the
main frame by a vertical pivot around which it can be turned horizontally and
which is sufficiently loose in its connection to allow of play for the vertical oscilla-
tions. The rear axle, which serves at the same time as the driving axle, is
rigidly mounted on the main frame and only permits the rotation of the wheels
in the longitudinal plane of the vehicle.
This arrangement cannot be employed with driving mechanism which actuates
both axles as the above-named vertical pivot, which forms the only connection
of the front axle with the main frame, cannot be constructed in such a manner
that it offers the necessary resistance to the various forces acting upon the
vehicle.
Now, according to the invention, the two axles are arranged for the purpose
of enabling the driving power to be exerted upon both axles, that is to say,
upon four driving wheels, in such a manner that each axle can move in one
plane only, that is to say, the front axle in the horizontal plane for enabling
the vehicle to pass through curves and the rear axle in the vertical plane for
compensating for the inequalities in the road.
In a suitable arrangement for carrying out the invention the main frame,
which carries the boiler, the steam engine with the driving gear and the water
and fuel containers, is connected to the lower frame by means of a hollow pivot
in such a manner that both frames can move in the horizontal plane relatively
with one another but cannot move in any other direction. To the lower frame
the front axle is rigidly secured so that the said axle is compelled to take part
in the movements of the said frame. Through the hollow pivot there extends
a shaft which has a bevel wheel keyed upon it at each end and transmits
power from the engine driving shaft to a lower intermediate or countershaft
and thence by means of two small wheels to teeth on the two front driving
wheels. Differential gear gives to each of the front driving wheels the velocity
corresponding to the radius of the curve through which the vehicle is passing.
As the centre of the pivot corresponds exactly with the centre of the shaft
the driving power can be transmitted by the bevel wheels in any position of
the lower frame or front axle, the wheels still remaining in gear.

page_text: The steering, when the locomotive passes through curves, is effected mechani-
cally. Upon the crank-shaft there is mounted a bevel wheel which, through
the medium of worm gear, actuates a small wheel. The latter gears in one of
the toothed sectors connected to the lower frame and brings the latter, together
with the fore frame, into a position inclined to the main frame. By means of
a hand lever the driver of the locomotive can bring a friction coupling, to which
the movement of the crank-shaft is transmitted, into gear with either of the
bevel wheels of the steering mechanism and thereby operate the steering appa-
ratus in either direction. To facilitate turning, the main frame has two rollers
which are supported upon a curved portion of the lower frame and roll thereon
whenever the frame is turned.
The pivot does not lie in the intersection of the front axle with the median
plane of the locomotive but is shifted towards the rear axle. This arrangement
possesses the advantage that a triangular connection between the main and
lower frames is obtained through the medium of the pivot and the two rollers
which connection offers a better resistance to the forces acting upon the loco-
motive than a linear connection, and consequently that the middle point of the
front axle during turning always moves to the inside whereby a larger turning
angle and an approximately similar average velocity of both axles are obtained.
The rear axle is adapted to take up oscillations in the vertical plane. To this
end the weight upon the same is transmitted to a pivoted beam carrying at its
ends bearings for the said rear axle. Axle holders prevent the said axle from
making any other movements than vertical inclinations to the main frame. The
driving can be effected in the same mathematically accurate manner as in the
case of the front axle by means of bevel gear, the axis of the driving shaft of
which must coincide with the centre line of the beam pivot. To avoid a com-
plicated construction, however, a less accurate arrangement can be used as the
angle through which the rear axle moves is so unimportant that with the slight
inclination which is given to the axles, chain driving gear from the front driving
shaft direct to the rear axle is sufficient. Differential gear is employed in this
case also for obtaining the different velocities of the two rear wheels when the
locomotive is passing through curves.
Upon the rear axle there is arranged the winding drum which can be inde-
pendently operated when the locomotive is not running if, for example, a weight
is to be hauled over bad roads, bridges and the like by winding up a wire rope.
The boiler is preferably an upright boiler with transverse tubes and a remov-
a le jacket. The water surface is circular so that the locomotive can assume
considerable inclinations in any direction without there being any fear of the
heating surface being laid bare of water. The boiler takes up a small space.
generates steam at a high rate and enables locomotives to be built with wheels
a small distance apart and an approximately uniform distribution of weight on
both axles. It will be obvious. however, that the ordinary locomotive boiler
with square fire grate and longitudinal heating tubes can be employed.
The water container or reservoir is arranged both behind the rear axle and
between the front wheels.
The advantages of-the above described construction of road locomotive are as
follows:-
1. In a road locomotive as heretofore constructed with a driving weight of
about 20,000 kilogrammes, about 15,000 kilogrammes are supported upon the
rear axle and about 10,000 upon the front axle. For driving, therefore only
about 15,000 kilogrammes are effective and a large part of the force generated
is employed for the movement of the front axle and is thus lost for the trans-
port of loads. Roads, short bridges etc.. must be very rigid for a weight of
15,000 kilogrammes. In the above described construction of locomotive, on the
contrary, each axle is only weighted with 10.000 kilogrammes and the force
generated in the case of 20,000 kilogrammes of utilisable weight is all employed
for the transport of loads.

page_text: 2. Road locomotives of ordinary construction will not act efficiently upon soft
ground as the front axle enters so deeply into the ground from the push of the
rear axle that further movement is prevented. The wheels must then be dug
out and raised which always requires a large amount of labour and occasions
loss of time.
If, however, as in the above described construction of locomotive, a force is
applied to the front wheels for the independent movement thereof, the machine
can work itself out of ruts and when sunk etc., and more easily and surely over-
come difficulties in the track than has been possible with locomotives as hereto-
fore constructed.
3. The steering of the locomotive is effected mechanically by the driving
engine, the said steering being always possible by simple manipulation even
under the most difficult conditions.
4. As, when turning through curves, the direction in which the force acts is,
even in the case of the front axle, always tangential, the new locomotives can
with the small distance apart of their wheels, pass through curves of very
small radius.
5. The boiler chosen enables steep hills to be traversed without the fear of
the beating surface being laid bare of water, the boiler walls being burnt through
and explosions taking place as is the case with locomotives as heretofore con-
structed. The said boiler is quickly heated, generates steam most efficiently
and also enables the heating surface to be laid bare on the inside by the
removal of the jacket for the purpose of enabling the boiler to be well cleaned
from mud and scale.
6. The boiler rests upon a bracket in the frame in such a manner that the
boiler rivets are not affected by the machine forces, weights, jars, shocks, etc.,
but merely by the tension of the steam.
7. The large supply of water carried with the locomotive enables the same to
be driven for a long time uninterruptedly. The said water supply is so dis-
tributed that the alteration in the weight brought about by its consumption is
always the same for both axles.
When employing the improved construction for a steam ploughing locomo-
tive, for which the above-named advantages are important, the stand for the
driver is so arranged that when the locomotive is moving forwards he has a
clear view in front of him. The regular distribution of the weight upon both
axles is of especial importance for steam ploughing locomotives as, even under
the most difficult conditions of the track, the vehicle cannot be shifted laterally
and because this construction permits of the possibility of building a two
machine steam plough wherein both locomotives uninterruptedly give power to
one and the same agricultural implement.
In this system each locomotive forms the anchor carriage for the second and
consequently has to withstand an increased lateral pull. Smaller locomotives
than usual can with this arrangement be employed for obtaining large results
and, from the smaller weight and the more certain forward movement, I thus
provide a steam ploughing system which is most useful whilst most efficiently
using the forces at hand. In the large steam ploughing locomotive at present
in use the great weight of the rear axle gives rise to constant complaint; the
locomotives are prevented from moving by the slightest unevenness in the
ground; sometimes they sink into the ground and sometimes the friction of the
rear axle is of itself not sufficient to drive the apparatus forward. In this
respect the above described locomotive is a practical improvement and ensures
an extended use for steam ploughing locomotives, for example they can
employed in countries having badly made roads.
be
The chosen form of boiler also presents advantages in the case of steam
ploughing locomotives. The said locomotives are often required to work whilst
resting on declivities for some considerable time; they must, therefore, have a
boiler which, even when the locomotive is considerably inclined, does not lay

page_text: bare the heating surface from water. Furthermore, when driving steam ploughs
a more than ordinary high efficiency of the boiler is required for which the
above described form is most suitable. The construction of the frame, however,
does not prevent the employment of other boilers, for example of removable
boilers having longitudinal tubes.
As above explained the described construction can not only be used as a road
locomotive but also as a plough locomotive and it may be driven by any suit-
able form of motor, for example a steam engine, an explosion engine, electro-
motor, etc.
1 1 11
1-1
6 T
L
1000
G. F. REDFERN & Co.,
4, South Street, Finsbury, London,
Agents for the Applicant.
.
Improvements in or connected with Road Locomotives.
I, FRITZ BRUTSCHKE, of 105, Pestalozzistrasse, Charlottenburg, near Berlin,
in the German Empire, Engineer, do hereby declare the nature of this inven-
tion and in what manner the same is to be performed, to be particularly
described and ascertained in and by the following statement:--
This invention relates to improvements in or connected with road locomotives.
All vehicles which run upon ordinary roads such as streets, high roads and
the like without rails must be so constructed that the two axles are movable
relatively with one another and capable of being turned from their parallel
position to an inclination to one another both in the horizontal plane when the
vehicle is travelling in curves and also in the vertical plane when the vehicle
is passing over inequalities of the ground.
In road locomotives as hitherto constructed the necessary movements have
been effected from the front axle alone, the said axle being connected to the
main frame by a vertical pivot around which it can be turned horizontally and
which is sufficiently loose in its connection to allow of play for the vertical oscilla-
tions. The rear axle, which serves at the same time as the driving axle, is
rigidly mounted on the main frame and only permits the rotation of the wheels
in the longitudinal plane of the vehicle.
This arrangement cannot be employed with driving mechanism which actuates
both axles as the above-named vertical pivot, which forms the only connection
of the front axle with the main frame, cannot be constructed in such a manner
that it offers the necessary resistance to the various forces acting upon the
vehicle.
Now according to the invention, the two axles are arranged for the purpose
of enabling the driving power to be exerted upon both axles, that is to say,
upon four driving wheels, in such a manner that each axle can move in one
plane only, that is to say, the front axle in the horizontal plane for enabling
the vehicle to pass through curves and the rear axle in the vertical plane for
the compensating for inequalities in the road.
In the accompanying drawings:-
Figures 1 and 2 are a vertical section and a sectional plan respectively of a
road locomotive constructed according to the invention;
Figures 3 and 4 are a side elevation and a sectional plan of a steam plough-
ing locomotive engine constructed according to the invention.
The main frame, which carries the boiler, the steam engine with the driving
gear and the water and fuel containers, is connected to the lower frame by means

page_text: of a hollow pivot a, Figure 1, in such a manner that both frames can move in
the horizontal plane relatively with one another but cannot move in any other
direction. To the lower frame the front axle is rigidly secured, so that the
said axle is compelled to take part in the movements of the said frame. Through
the hollow pivot a there extends the shaft b with the two bevel wheels c and d
which shaft transmits power from the upper driving shaft e to the lower inter-
mediate or counter shaft f and thence by means of two small wheels, not shewn
in the drawing, to teeth on the two front driving wheels. Differential gear,
arranged between the bevel wheels g which transmits power and the last men-
tioned wheels, gives to each of the front driving wheels the velocity correspond-
ing to the radius of the curve through which the vehicle is passing.
As the centre of the pivot a corresponds exactly with the centre of the shaft 6
power can be transmitted by the bevel wheels g and d in any position of the
lower frame or front axle r, the wheels still remaining in gear.
The steering when the locomotive passes through curves, is effected mechani-
cally. Upon the crank-shaft there is mounted a steering bevel wheel h which,
through the medium of the worm and worm wheel i, actuates a small wheel k.
The latter gears in one of the toothed sectors connected to the lower frame and
brings the latter together with the fore frame, into a position inclined to the
main frame. By means of a hand lever the driver of the locomotive can bring
a friction coupling, to which the movement of the crank-shaft is transmitted,
into gear with either of the bevel wheels of the steering mechanism h and
thereby operate the steering apparatus in either direction. To facilitate turn-
ing, the main frame has two rollers 1, which are supported upon a curved por-
tion of the lower frame and roll thereon whenever the frame is turned.
As will be seen from the drawing the pivot a does not lie in the intersection
of the front axle with the median plane of the locomotive but is shifted towards
the rear axle. This arrangement possesses the advantage that a triangular con-
nection between the main and lower frames is obtained through the medium of
the pivot a and the two rollers, which connection offers a better resistance to
the forces acting upon the locomotive than a linear connection, and conse-
quently that the middle point of the front axle during turning always moves to
the inside whereby a larger turning angle and an approximately similar average
velocity of both axles are obtained.
The rear axle s is adapted to take up oscillations in the vertical plane. To
this end the weight upon the same is transmitted to a beam fulcrunimed at m
and carrying at its ends bearings for the said rear axle. Axle holders prevent
the said axle from making any other movements than vertical inclinations to
the main frame. The driving can be effected in the same mathematically accu-
rate manner as in the case of the front axle by means of bevel gear, the axis
of the driving shaft of which must coincide with the centre line of the beam
pivot m. To avoid a complicated construction however, a less accurate arrange-
ment can be used as the angle through which the rear axle s moves is so unim-
portant that with the slight inclination which is given to the axles, chain driv-
ing gear from the front driving shaft direct to the rear axle s is sufficient.
Differential gear is employed in this case also for obtaining the different veloci-
ties of the two rear wheels when the locomotive is passing through curves.
Upon the rear axle s there is arranged the winding drum which can be
independently operated by itself when the locomotive is not running if, for
example a weight is to be hauled over bad roads, bridges and the like by winding.
up a wire rope.
The boiler is shewn as an upright boiler with transverse tubes and a remov-
able jacket. The water surface is circular so that the locomotive can assume
considerable inclinations in any direction without there being any fear of the
heating surface being laid bare of water. The boiler takes up a small space,
generates steam at a high rate and enables locomotives to be built with wheels
a small distance apart and an approximately uniform distribution of weight on

page_text: both axles r, s. It will be obvious, however, that the ordinary locomotive boiler
with square fire grate and longitudinal heating tubes can be employed.
The water container or reservoir is situated both behind the rear axle and
between the front wheels.
The advantages of the above described construction of 1oad locomotive are as
follows:-
--
1. In a road locomotive as heretofore constructed with a driving weight of
about 20,000 kilogrammes, about 15,000 kilogrammes are supported upon the
rear axle and about 10,000 upon the front axle. For driving, therefore, only
about 15,000 kilogrammes are effective and a large part of the force generated
is employed for the movement of the front axle and is thus lost (for the trans-
port of loads). Roads, short bridges, etc., must be very rigid for a weight of
15,000 kilogrammes. In the above described construction of locomotive, on the
contrary, each axle is only weighted with 10,000 kilogrammes and the force
generated in the case of 20,000 kilogrammes of utilisable weight is all employed
for the transport of loads.
2. Road locomotives of ordinary construction will not act efficiently upon soft
ground as the front axle enters so deeply into the ground from the push of the
rear axles that all further movement is prevented. The wheels must then be
dug out and raised which always requires a large amount of labour and occa-
sions loss of time.
If, however, as in the above described construction of locomotive a force is
applied to the front wheels for the independent movement thereof, the machine
can work itself out of ruts and when sunk etc., and more easily and surely over-
come difficulties in the track than has been possible with locomotives as hereto-
fore constructed.
3. The steering of the locomotive is effected mechanically by the driving
engine, the said steering being always possible by simple manipulation even
under the most difficult conditions.
4. As, when turning througly curves, the direction in which the force acts is,
even in the case of the front axle, always tangential, the new locomotives can
with the small distance apart of their wheels, pass through curves of very
small radius.
5. The boiler chosen enables steep hills to be traversed without the fear of
the heating surface being laid bare of water, the boiler walls being burnt through
and explosions taking place as is the case with locomotives as heretofore con-
structed. The said boiler is quickly heated, generates steam most efficiently
and also enables the heating surface to be laid bare on the inside by the
removal of the jacket for the purpose of enabling the boiler to be well cleaned
from mud and scale.
6. The boiler rests upon a bracket in the frame in such a manner that the
boiler rivets are not affected by the machine forces, weights, jars, shocks, etc.,
but merely by the tension of the steam.
7. The large supply of water carried with the locomotive enables the same to
be driven for a long time uninterruptedly. The said water supply is so dis-
tributed that the alteration in the weight brought about by its consumption is
always the same for both axles.
When employing the improved construction for a steam ploughing locomo-
tive as shewn in Figures 3 and 4 for which the above named advantages are
important, the stand for the driver is so arranged that when the locomotive is
moving forwards he has a clear view in front of him. In both modes of con-
struction similar parts have like letters. The parts for bringing into driving
connection the shafts e and f are here not especially represented and are the
same as the parts a, b, c, d in Figures 1 and 2. Instead of arranging a chain
driving gear from a front driving shaft as in Figures 1 and 2 direct to the
rear axles a chain driving gear direct to the rear axle s is here arranged from
the shaft e which is in driving connection with the shaft f by means of the
above named parts and is driven by means of the crank shaft. The regular

page_text: distribution of the weight upon both axles is of especial importance for steam
ploughing locomotives as, even under the most difficult conditions of the track,
the vehicle cannot be shifted laterally and because this construction permits of
the possibility of building a two machine steam plough wherein both locomo-
tives uninterruptedly give power to one and the same agricultural implement.
In this system each locomotive forms the anchor carriage for the second and
consequently has to withstand an increased lateral pull. Smaller locomotives
than usual can with this arrangement be employed for obtaining large results
and, from the smaller weight and the more certain forward movement, I thus
provide a steam ploughing system which is most useful whilst most efficiently
using the forces at hand. In the large steam ploughing locomotive at present
in use the great weight of the rear axle gives rise to constant complaint; the
locomotives are prevented from moving by the slightest unevenness in the
ground; sometimes they sink into the ground and sometimes the friction of the
rear axle is of itself not sufficient to drive the apparatus forward. In this
respect the above described locomotive is a practical improvement and ensures
an extended use for steam ploughing locomotives for example they can
employed in countries having badly made roads.
be
The chosen form of boiler also presents advantages in the case of steam
ploughing locomotives. The said locomotives are often required to work whilst
resting on declivities for some considerable time they must, therefore, have a
boiler which, even when the locomotive is considerably inclined, does not lay
bare the heating surface from water. Furthermore, when driving steam ploughs
a more than ordinary high efficiency of the boiler is required for which the
above described form is most suitable. The construction of the frame, however,
does not prevent the employment of other boilers, for example of removable
boilers having longitudinal tubes.
As above explained the described construction can not only be used as a road
locomotive but also as a plough locomotive and it may be driven by any suit-
able form of motor, for example a steam engine, an explosion engine, electro-
motor, etc.
Having now particularly described and ascertained the nature of my said
invention and in what manner the same is to be performed, I declare that what
I claim is:
1. A road locomotive with four driving wheels wherein the necessary move-
ment for the axles is obtained by arranging the front axle so that it can turn
only in a horizontal direction for steering purposes and the rear axle so that
it can only swing in a vertical direction upon a horizontal pivot to enable the
locomotive to pass inequalities of ground, substantially as herein before described.
2. A road locomotive of the kind described in Claim 1, wherein the axle
which is movable in a horizontal plane is connected to an under frame which
is secured to the main frame by a triangular structure and wherein the pivot
axis coincides with the middle line of the power transmission shaft, substan-
tially as herein before described.
3. A road locomotive of the kind described in Claim 1 wherein the axle which
can move in the vertical plane is supported in a beam, the fulcrum of which
lies in the median plane of the main frame, substantially as hereinbefore
described.
4. The combination and arrangement of parts forming the improved road
locomotive herein before described and illustrated in the accompanying drawings.
Dotad this Oth day of in 1000
G. F. REDFERN & Co..
4, South Street, Finsbury, London, Agents for the Applicant.