Improvements in Tram Cars and Motors.
Year: 1890

page_text: Date of Application, 13th Aug., 1890-Accepted, 27th Sept., 1890
COMPLETE SPECIFICATION.
Improvements in Tram Cars and Motors.
A communication from abroad by CYRUS BALDWIN, of Yonkers, Westchester County,
in the State of New York, United States of America, Engineer.
1, PHILIP Middleton Justice, of 55 and 56, Chancery Lane, in the County
of London, Fellow of the Institute of l'atent Agents, 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:
The first part of this invention illustrated in Figures 1 to 5 relates to tram cars or
street cars the wheels of which may have either flanges or flat tyres according to the
construction of the roadway, and the body of which is supported upon the axles in
any suitable manner, while the locomotives are supported directly upon the axles and
independently of the body; and the second part of the invention relates to a con-
struction of the driving engine especially adapted as a motor for the tram car, but also
serviceable for other purposes.
In Figures 1 to 5:
Fig. 1 is a side elevation of a tram car and driving engine embodying the
invention.
Fig. 2 is a plan view showing the sills of a car and the parts beneath.
Fig. 3 is an enlarged side view of the engine and supporting truck.
Fig. 4 is an enlarged plan of Fig. 5.
Figure 5 is a sectional view on the line 55, Fig. 1 on an enlarged scale.
The wheels i, of the car are connected with axles 2, 3, upon which is supported
rigidly the truck frame A, of suitable construction, but which, as shown is in the
general form of a plate extending above the axles with an extension K, toward each
end of the car, and having side bearings or pillow blocks 4, 4, supporting the driving
shaft 5, and below the latter is a hollow boss 6, receiving a shaft 7, of a horizontal
driving disc 8. Below the frame A, are hangers 9, 9, in which turn short crank
shafts 10, having eccentric journals 12, Fig. 3, upon which turn rollers 13, that
extend through slots in the frame A, and serve as bearings for the disc.
Upon the driving shaft 5, slides so as to turn with the shaft, a friction driving
wheel 114, which may be brought above a recess or sunken surface in the centre of
the disc 8, above the shaft 7, so as not to turn on the disc when at the centre, and
which may then be moved radially across the disc to either side so as to drive it in
one direction or the other according to the side toward which it is moved, the position
of the driving wheel upon the dise determining the rapidity of the motion imparted to
the latter.
The disc may be raised or lowered in any suitable manner so as to throw it out of
connection with the driving gear, which is important in order that the latter may
in many cases, especially when moving rapidly, be first brought in contact with
the disc at the periphery so that the disc will start with a slower motion than
that which it subsequently acquires when moved further inward toward the centre
of the disc.
One means of raising and lowering the dise is by raising and lowering the
bearing wheels 13, which may be done by rocking the shafts 10, having the eccentric
journals 12.
The driving shaft 5, is preferably provided with one or more balance wheels 14,
one being shown upon each end of the shaft, and either or both of said wheels may
5 constitute a crank wheel when the driving shaft is driven from a reciprocating
piston. Thus, each wheel 14, has a wrist pin 15, for connection with the connecting
rod 16, also jointed to the sliding cross head 17, attached to the piston rod 18, of the
engine C, which may be a stеain, gas or other suitable engine, but as shown is

page_text: provided with a cylinder 19, having a piston, said cylinder receiving explosive charges
of gas and air which are successively ignited and exhausted to propel the piston as in
ordinary gas engines.
In order that the engine may be stowed in a small compass and maintained
in proper relation to the parts driven thereby, it is mounted rigidly upon the
frame A, of the truck, and a cross head 17, supported by suitable guides 21, is
placed on the side of the crank shaft opposite the engine, the connecting rod
extending with its swinging end towards the cylinder, thereby securing a connecting
rod of any desired length while arranging the cylinder in close proximity to the
crank shaft.
One or both of the axles may be geared directly with and driven from the
shaft 7, in any suitable manner. It is preferred to provide said shaft with
bevelled gear 23, engaging with a gear 24, on a shaft 25, the end of which turns
in a bearing in the boss 126, while the outer end turns in a banger 28, swung
upon the axle 3, and is geared with the latter through the medium of bevelled
gears 26, 27.
By constructing the truck frame which is rigidly supported upon the axles, to
support the engine or engines driving and connecting shafts, and driving wheels and
balance wheels, a locomotive in a most compact form is provided, capable of being
substituted for the trucks of ordinary tram cars whereby the bodies of cars already in
use may be economically and easily transferred to and used in connection with said
Jocomotive. It will be seen that the cylinders 19, 19, are carried at the sides of the
truck frame, and are so arranged that they will be within the space between the side
sills 30, of the car platform D, and by arranging the crank between the cylinder and
sliding head as before described, it is practicable to put the cylinder and crank or
balance wheel in the space between the opposite wheels on each side, so that these parts
may be used in their proper position regardless of the gauge of the track, which cannot
be the case when the cylinders and their connections occupy such a space that they
cannot be placed between the wheels.
It will further be seen that although the driving shaft 5, is above the axles, the parts
are so compact that no portion of the locomotive extends above the car platform or the
car body, except a very small section of the balance wheel on each side which projects
through an opening in the platform beneath a seat 31.
When the engine is a gas engine, or derives its power from a fluid stored in a
cylinder or reservoir E, the latter may be arranged so as to be carried by the platform
of the car and beneath the seat but as illustrated it may be on the truck and the
passage of the motor fluid from the reservoir to the engine be regulated by a cock
provided with an operating handle 132, at one or both ends of the platform according
as the car is a "single ender" or "double ender."
The shifting of the driving wheel 114, to vary the speed of the car, is effected from
either or both ends of the car through the medium of any suitable shifting devices,
which are supported wholly by the extensions K, of the frame, so that the locomotive
and its connections are wholly independent of the car body and occupy at all times
fixed relative positions.
Thus, a carrier 33, Fig. 4, provided with arms embracing the hub of the wheel 114,
slides upon a transverse guide 34, and is moved by means of a chain 35, passing
around guide rolls 36, and around a sprocket wheel 37, on a shaft 117 turning in a
stud 116, upon the frame. The shaft of the wheel 37, carries at the lower end two
sprocket wheels 38 and 39 from each of which a chain passes to a
upon a shaft 41, turning in bearings upon one of the platforms and provided with a
sprocket wheel 40,
hand wheel 42.
The crank shafts 10, are turned to raise and lower the bearing wheels 13, by means
of foot levers 47, pivoted beneath the end platforms to these extensions K, and each
connected by a rod 44, with a crank of one of the shafts, the long arm of each lever
being connected with a foot rod 43, passing vertically through the platform and 5
provided with a rack 45, with which engages a pawl 46.
In Figs. 6 to 12, is illustrated the particular construction. of the motor which

page_text: it is preferred to employ in the connection above set forth. although different motors
may be used in said connection, as for instance, a gas motor, compressed air motors,
steam motor, etc., where there are cylinders and reciprocating pistons.
The construction illustrated in Figs. 6 to 12. is a gas engine, in which the cylinders
of the two engines C, C, are mounted on the truck as before described and shown in
Fig. 4, the bed plate A, being a hollow box communicating with the exhaust of each
cylinder and with an up-take pipe 79. This affords an extended exhaust passage and
deadens the sound.
The cylinder 19, of each engine is surrounded by the usual water chamber, has a
piston 20, inlet port 3*, at the rear and exhaust u, arranged to be uncovered as the
piston passes to the forward position, and a valve 18, covering an air port g, and an
annular gas port m, which has an annular outlet, or a series of outlets arranged in
a ring.
A spring 72, bears on the shell or casing and on a washer 73, loose on the valve
stem, and a stiffer spring 74, is interposed between the washer 73, and nut 75, on the
stem, and the valve is swivelled to the stem so as always to lie flat.
The forward end of the cylinder constitutes the air pump cylinder, and communi-
cates through a port 2, with an air chamber X, into which the air is drawn the back
movement of the piston, lifting valves 15, covering ports 14, in a casing B.
In connection with the air pump thus described, a gas pump I, is made use of, being
placed in a casing consisting of two concave heads 21, 21, bolted to an intervening
partition plate 10, and on each side of the plate is clamped at the edges a
diaphragm 22, consisting of any suitable material, as for instance, of soft metal with
annular corrugations. And the play of each diaphragm is limited by means of a
guard 41, which may be a disc as shown, or may be a perforated plate so that the
movement of each diaphragm is limited at the centre to an extent not exceeding one
half inch, while the partition prevents any play in the opposite direction across the
plane of the periphery.
The spaces between the diaphragms and the partition 10, are put in communication
through a port 13, so that there is included between the two diaphragms a chamber y,
which communicates with a gas inlet pipe 23, baving a check valve 24, and with the
gas chamber m, through the medium of a pipe or port v, and the two side ports v², as
shown in Figs. 7 and 8.
By means of this arrangement the gas pump 1, is operated practically by the
piston 20, inasmuch as when the air is exhausted from the chamber X, it is also
extracted from the chamber a, in the independent casing I, so as to draw a charge of
gas into the chamber y, by separating the diaphragms. When the piston moves in
the opposite direction and compresses the air in the chambers X, a, the diaphragms
are brought toward each other and the gas is forced from out of the chamber y, to the
passages c, v¹, and chamber m, in which it is confined under pressure by means of a
check valve, the air and gas being thus held under pressure until the opening of
the port u, and the reduction of pressure in the explosion cylinder by the escape of
the spent gases, when the valve 18, will be lifted and the new charge will pass into the
cylinder and will be compressed therein on the return movement of the piston to le
ignited when the piston reaches its rear position.
In this manner the air and gas are separate from each other and yet are forced in a
sufficient volume of gas at each stroke proportionate to the pressure and volume of
air and with but a slight movement of the diaphragms. This latter is most important
because any extended movement of the diaphragms, especially across the plane of the
peripliery, would soon result in fracturing the same.
The use of the guards 41, is most important as it prevents the straining of the
diaphragms, and by leaving a space between each diaphragm and the side of the casing,
the air pressure is distribute: equally at all times over the entire surface, which would
not be the case if the diaphragm was brought against the inner face of either head 21,21.
In some cases one diaphragm may be used instead of two.
To regulate the engine, the pressure of the air in the chamber X, is regulated by
means of a port 90, provided with a valve 5, which is operated by a governor Q.

page_text: When the engine moves too rapidly the governor draws back the valve and opens the
port 90, so that the air can pass freely to and from the chamber X, and there is no
vacuum or pumping action and no air is brought to the port g, and no action is
imparted to the diaphragms, and no gas pumped into the cylinder, and this condition
continues until the speed decreases and the valve 5, is again closed.
The part J of the cylinder, containing the ports y, m, and supporting valve, also
support a gas regulating valve 28, and is detachable from the remainder of the casing
so as to permit ready access to these parts for repairs.
The charges may be ignited by any of the usual forms of igniting devices as for
instance, or by the ignitor shown, and which will now be described.
Opposite the port 3, in the rear head 30, of the cylinder, is the usual deflecting
plate 31, and with the port communicates a side port 32, to which is fitted a valve 33,
which is operated through suitable connections by a cam upon the crank shaft so
constructed as to open the valve when the charge is to be ignited, hold it open until
the waste gases are exhausted and until the new charge enters the cylinder, and to
then close it before the new charge is compressed. The connections are in the form
of a reciprocating rod 134, joined to one arin of the rock-shaft 35, the other arm of
which is jointed to the stem of the valve 33, which passes through a packing
box 34.
While the bevel end of the valve 33 closes the port 32, the body of the valve closes
a port 135, communicating with an igniting tube N, which is surrounded by a
chimney M, the said chimney having an interior lining 36, of asbestos, or other non-
conducting material, and a sheet 37, of said material being clamped below the lower
edge of the chimney and its bearing on the head of the cylinder.
The igniting tube is constructed preferably of a pipe threaded at one end to fit a
threaded socket in a nipple 38, screwing into the socket in the head of the cylinder,
while the other end is threaded to receive a screw cap 39, which closes the end of the
tube, but the end of the tube may be welded or closed in any suitable way.
The burner 139, is an ordinary Bunsen burner arranged so that the flame may play
against and heat the tube, and the latter, it will be seen, is arranged in the head 30,
in close proximity to the port 3, so that the gases will readily pass into the tube as
they flow toward the cylinder. Inasmuch as the valve 33, is open from the time
when the charge is ignited until the spent gases are exhausted, and is closed before
any pressure is imparted to the gases in the cylinder by the back stroke of the piston,
the normal pressure in the igniting tube, except just prior to ignition, does not exceed
that of the atmosphere, so that when the tube is open the new charge will enter it
more readily, while the complete closing of the tube during the entrance of the
new charge into the cylinder, and until the charge is compressed, prevents premature
explosion.
Where two engines are connected to operate together as in Figs. 1 to 5, the air
pump ends of the cylinders are connected by a pipe 80, having a valve 81, connected
with a governor Q that opens the valve when the speed is excessive. When the valve
is closed the parts operate as before described, but when it is opened the air from one
cylinder is pumped into the other and back alternately so that it will not act
under pressure and no gas is pumped nor any air or gas forced into the explosion
chamber until the engine decreases its speed.
While a gas pump is shown it is preferred to use the construction illustrated
in Fig. 11, in which the gas is forced into the cylinder by a displacer K. This
consists of a casing 200 having a central chamber w, and surrounding chamber,
separated by a partition 201 with channels 202 at the lower part and partially 5
filled with water, oil, mercury or other fluid. The chamber communicates through
a pipe 203 with an air pump, and the chamber w, with a pipe 204, containing two
check valves 205, 206, the former opening to admit gas to the chamber w, and
the latter serving, to retain the gas forced from the chamber under pressure in the
chamber m, the ports of which are closed by the valves 18.
When the pump exhausts the air from the chamber z, the level of the fluid in
the chamber w, is lowered and gas is drawn into the chamber, the valve 205 is
5

page_text: the gas
in the chamber w,
is
One or more
.
lifted, and when the air is forced into the chamber
displaced and forced through the tube 204, towards the chamber m.
perforated or wire partitions 215 prevent the splashing of the liquid. In the con-
struction shown in Fig. 12, the gas is positively pumped by a pump consisting of a
piston 200° on the rod D', sliding in a cylinder A', connected with one head of the
cylinder 19. The gas can pass to the interior of the cylinder A¹ through an inlet
pipe 23, provided with a check valve 24, and when the piston moves forward, the
gas is forced from the cylinder A', to a passage 11 communicating with the two side
channels, and with the annular chamber m. The gas is thus drawn in and expelled
at each operation of the piston, any suitable governor or regulator varying the pro-
portion of gas admitted according to the speed of the engine.
Having now particularly described and ascertained the nature of my said inven-
tion as communicated to me by my foreign correspondent and in what manner the
same is to be performed I declare that what I claim is :-
1. A car provided with a truck, and springs supporting the car body, and a motor
and connections and regulating appliances all supported directly by the truck, sub-
stantially as set forth.
2. The truck frame, supported directly upon the axles and supporting the motor
engine, driving shaft, provided with balance wheels, and the bearings for the con-
nections between the driving shaft and the axle, substantially as set forth.
3. The combination of the axles, the frame supported directly thereon, a driving
crank shaft, engine connected therewith and supported directly by the frame, and
connections between the shaft and the axle, substantially as set forth.
4. The combination of the axles, driving crank shaft, a cylinder upon one side of
said shaft, and crosshead upon the opposite side of said crank shaft, and piston and
connecting rod extending from the crosshead towards the cylinder, substantially as set
forth.
5. The combination of the wheels and axles, frames supported upon the axles, a
cylinder and crank shaft supported by the frame between the wheels at one side, the
crank of the shaft connected to a crosshead on the opposite side of the shaft, from the
cylinder, substantially as set forth.
6. The combination of the cylinder and crank-shaft provided with a balance wheel,
of a supporting frame resting directly upon the car axles, with the cylinder and
balance wheel between the wheels of the car on one side of the frame, substantially as
set forth.
7. The combination of the wheels and axles, a frame supported directly on the
axles, a crank shaft supported by the frame, and cylinders supported upon opposite
sides of the frame having pistons connected with the crank shaft, substantially as
set forth.
8. The combination of the frame supported by the axle, horizontal cylinders at
opposite sides of the frame, a crank shaft supported by the frame and extending above
the same, and carrying balance wheel or wheels, and geared with the axle below the
frame, substantially as set forth.
9. A rigid frame provided with bearings for the axles of a car wheel, and for the
driving shaft and shafts connecting the latter with one of the axles and supporting
the motor engines, and also supporting bearings for the connections between the motor
engine and the shaft, substantially as set forth.
10. The truck frame supported upon the axles, in combination with a crank shaft,
and operating engines supported by and above the frame, and with a car body the
sills of which are outside the engines, substantially as set forth.
11. The combination with a car body, and its supporting wheels and axles, of a
truck frame supported directly by the axles, and supporting the cylinders of driving
engines, at opposite sides within the outer sills of the body, substantially as set
forth.
12. The combination of a car body and supporting wheels and axles, of a frame
supported on said axles, and supporting the motor engines, and motor fluid reservoirs

page_text: supported by the car body and controlling cocks or valves, with devices for operating
the same arranged at the end platform of the car, substantially as set forth.
13. The combination of the truck frame supported directly by the axles, and the
driving shaft supported by the frame and connected with the driving engine and
carrying a friction wheel, of a disk 8, the shaft of which turns in bearings upon the
frame and is geared with one of the axles, substantially as set forth.
14. The combination of a frame supported directly by the axles, of a driving disk
supported by the frame and geared upon the axles, and a driving shaft supported
by the frame extending across the face of the disk and carrying a movable driving
wheel and connected with the driving engine, substantially as set forth.
15. The combination of the frames supported by the axles, of a horizontal driving
disk gearing with one of the axles, a driving shaft carrying an adjustable wheel
extending across the disk and driving engines carried by the frame and connected
with said driving shaft, substantially as set forth.
16. The combination with a car body and supporting axles and wheels, of a frame
supported directly by the axles carrying a driving shaft, and driving engines having
cylinders and reciprocating pistons, connected with the driving shaft, substantially as
set forth.
17. The combination with the car body and supporting axles and wheels, of a
frame supported directly by the axles and carrying a driving shaft, driving engines,
and a horizontal driving disk geared with one of the axles, substantially as set forth.
18. The combination with the wheels, axles, frames supported thereby, and driving
disk, of gears and connections below the driving disk with one of the axles and a
driving shaft above the disk carrying the movable driving wheel, substantially as
set forth.
19. The combination of the driving shaft and driving wheel sliding thereon of a
driving disk and means for roving the latter to and from the wheel, substantially as
set forth.
20. The combination of the driving shaft and wheel, and driving disk, of supporting
wheels or rollers and means for moving the latter to carry the disk to and from the
wheel, substantially as set forth.
21. The combination with the driving disk, of supporting wheels turning upon
eccentric pins, of rock-shafts, and means for turning said shafts, substantially as
set forth.
22. The combination with the car body and truck ard driving shaft and wheel, and
driving disk, of movable support for said disk connected with adjusting devices at the
end of the car, substantially as set forth.
23. The combination with the car body and truck supporting the driving shaft,
driving wheel, and driving disk, of a sliding carrier for the driving wheel connected
with the shifting device at the end of the car, substantially as set forth.
24. The combination of the carrier of a driving wheel arranged below a car body,
of a chain passing around pulleys, and an operating chain passing around a pulley
upon one end of the pulley shafts, and around the pulley upon the shaft at the end
of the car platform, substantially as set forth.
25. The combination with the explosion chamber and air pump chamber of a gas
engine, of an independent casing containing a chamber divided by a movable
diaphragm into two chambers, one connected with the air chamber, and the other
communicating with the gas inlet and also with the inlet port of the explosion
chamber, substantially as set forth.
26. The combination with the cylinder of a gas engine, and with the air pump and
air chamber of the engine, of a casing external to said cylinder, divided by a movable
diaphragm into two chambers, one communicating with the air chamber and the
other with the gas inlet provided with a check valve, and both the air and gas
chambers communicating with the inlet port of the explosion chamber of the cylinder,
the gas chamber having a valve 2, substantially as set forth.
27. The combination with the cylinder of a gas engine, the air chamber. X, and air
inlet ports and valves, of an external casing I, divided by a partition and movable

page_text: diaphragms into two chambers, one communicating with the air chamber X, and the
other with the gas inlet pipe and with the inlet port of the explosion chamber, sub-
stantially as set forth.
28. The combination with the cylinder of a gas engine of a casing I, provided with
a movable diaphragm arranged outside of the cylinder and consisting of two concave
disks clamped together and to the diaphragm, substantially as set forth.
29. The combination of the casing I, diaphragm and guards arranged to limit the
play of the diaphragm, substantially as set forth.
30. The combination with the cylinder of a gas engine and with the inlet port
thereof, of a port communicating with the inlet port and with the igniting tube and,
provided with a valve, substantially as set forth.
31. The combination of the cylinder, inlet part, and igniting tube communicating
with the inlet port directly above the valve thereof, for the purpose set forth.
32. The combination of the cylinder, igniting tube, and chimney, and non-con-
ducting tube between the chimney and cylinder, substantially as set forth.
33. The combination of the cylinder, igniting tube, valve, and operating devices
constructed to close the communication between the tube and cylinder prior to the
compression of the gases in the cylinder, substantially as set forth.
34. The combination with the cylinder, igniting tube and chimney of a non-con-
ducting lining for the chimney for the purpose set forth.
35. The combination of the cylinder, port 32, communicating at one side with
the inlet port, igniting tube and port 35, and valve 33, constructed to open and close
both ports, substantially as set forth.
36. The combination of two motor cylinders having air pump chambers, a pipe
connecting both chambers, a valve in said pipe and a governor controlling said valve,
substantially as set forth.
37. The combination of the cylinder of a gas engine, pump, casing containing an
air and gas chamber separated by a movable diaphragm, the air chamber communi-
cating with a storage chamber through a channel provided with a check valve, sub-
stantially as sot forth.
38. The combination with the cylinder of a gas engine, of a gas displacer, consisting
of a casing having two chambers communicating near their lower parts and con-
taining a fluid one chamber communicating with the air pump of the engine and the
other with a gas receiving chamber through a passage provided with a check valve
substantially as set forth.
39. The combination of a gas engine cylinder, air chamber, port and valve 18, a
casing containing a gas and air chamber communicating at their lower parts and
containing a fluid, a communication between the air chambers of the cylinder and the
casing, and a communication provided with a check valve between the gas chamber
and a port covered by the valve 18 substantially as set forth.
40. The improvement in gas engines having the gas pump cylinder within the air
pump cylinder with both pistons upon the same piston rod, the air and gas chambers
communicating with the explosion chamber, substantially as set forth.
41. The combination with the air and gas pump cylinders and pistons upon the
same rod, of independent air and gas chambers with ports covered by the same
valve 18, substantially as set forth.
1 11
131
PHILIP M. JUSTICE.