IMPROVE- MENTS IN PORTABLE AND TRACTION ENGINES PROVIDED WITH APPLIANCES FOR HOISTING AND OTHER Purposes
Year: 1880

page_text: LETTERS PATENT to Robert Brown, of Morton, near Gainsborough, in the
County of Lincoln, Mechanical Engineer, for an Invention of "IMPROVE-
MENTS IN PORTABLE AND TRACTION ENGINES PROVIDED WITH APPLIANCES
FOR HOISTING AND OTHER Purposes.” -
PROVISIONAL SPECIFICATION left by the said Robert Brown at the
Office of the Commissioners of Patents on the 9th November 1880.
ROBERT BROWN, of Morton, near Gainsborough, in the County of Lincoln,
Mechanical Engineer. IMPROVEMENTS IN PORTABLE AND TRACTION ENGINES
PROVIDED WITH APPLIANCES FOR HOISTING AND OTHER PURPOSES."
My Invention has reference in part to an improved construction of traction or
locomotive engine, fitted with hoisting and winding gear, and carrying a crane. It
is usual in such engines to arrange the jib over the fore-carriage, and tho load to be
hoisted and transported is usually suspended freely from the end of such jib, thus
causing undue strain on the central portion of the fore-carriage over the turnplate
and locking gear, and also rendering the engine liable to fall over when travelling
over rough ground, as for instance, in siege train work.
Now according to my Invention I place the crane jib over the hind or driving
wheel axle, the feet of the jib resting on or directly over the bearings of said axle,
and being firmly secured to the main framing; and in conjunction with the jib so
arranged I provide staples or sockets on the side frames to receive the ends of a
pair of transomes which rest on the main framing, and are able to be easily slipped
into or out of such staples or sockets. These transomes are so arranged as to receive
from the crane and carry heavy articles, such as girders, guns, and the like.
In addition to the first motion pinions being arranged for throwing into or out
of gear, I also make the second motion pinion or pinions capable of being put into
or out of gear, so that the first motion driving gear and countershaft can be utilised
for the purposes of winding and hoisting, which I carry out as follows:-In one
arrangement the second motion pinion on countershaft is cast separato from the
spur-wheel, and is made loose on the shaft, but held in position by a collar. On
the back of the spur wheel I cast a short sleeve of suthiciently large diameter to
IDOJ 1

page_text: revolve freely over the shaft bearing, which latter is thus brought close up to its
work. Upon this sleeve is fitted a stout sliding collar which is moved to and fro
by a suitable fork-lever, and having two or more projecting snugs of segmental
form which pass through similarly shaped openings in the spur wheel, and also
into similarly shaped openings, but somewhat longer, formed in the flange of the
said pinion, which is cast extra deep and strong to receive the said snugs and to
transmit the strain; or when the countershaft is made to carry a second motion
driving pin at the opposite end to the first motion gear, I cast this second notion
pinion with a sleeve to revolve in the bearing, and having a clutch on the inner
end, the countershaft being slightly reduced in diameter at this part, and passing
freely through it with a collar at the end to retain the pinion in position.
In steam engines having double or compound cylinders placed near togother,
and wherein the cranks are placed at right angles, and owing to their proximity it
is not practicable to form for each piston rod a complete crank on the same shaft
and to balance the said cranks properly as required for high speed engines, such as
are now becoming more generally used, I make the shaft in two parts, each part
having formed upon it one crank pin and one jaw only. The two parts I connect
by means of a metallic disc, which in the direction of its breadth or thickness
extends the entire distance between the two crank-pin journals, and I form it with
an internal balance weight opposite the two bosses which are bored out, each to
receive a prolongation of one of the crank pins; theso being turned with a collar,
are forced in tight and firmly secured by keys or cotters, thus making a complete
balanced crank without any loose weights, which is then properly centred and
turned up in the usual manner.
The crank disc I may make of hollow form or with a central web and deep
flange, and instead of having loose keys or feathers let into grooves cut into the
shaft for driving the pinions, as ordinarily used in traction engines, I form the said
keys or feathers for the sliding pinions and clutches solid with the shaft, which
shaft I prefer to make of steel, as it does not require any case-hardening to render
the faces of said keys or feathers durable.
In some cases, to give increased strength and rigidity, I make the side brackets
which carry the shaft bearings for portable or traction engines of rolled iron or
steel plate, flanged all round. The lower part or flange is formed to fit the boiler,
upon which it is securely rivetted, and the upper part or flange is formed with a
deep recess into which the carriage or plummer block is let down, the block being
scribed and shaped to fit. By this construction the strains upon the said shaft
bearings are transmitted direct to the side brackets, and thence to a large area of
the boiler shell without having to pass through bolted joints.
The fore-carriages of portablo and traction engines aro usually made rigid, and
in some cases the load rests upon the central part only of the axle, which is very
liable to give way.
According to my Invention, I make the said fore-carriage elastic by means of a
curved bar of steel, arranged on top of the axle, and in such a form that the central
portion slides laterally in a metallic saddle under the turn plate when travelling
over uneven ground. The steel bar is made broad in the central part with a
slotted hole for the main centre pin, the ends of the said steel bar being slightly
sprung in between the collars and secured to the axle by clips, which in traction
engines I form with studs to receive the ends of steering chains. The turn plate is
flanged and provided with horns passing.down on each side of the axle, and having
a round hole in the centro for the main centre pin.
Thus the whole of the load is transmitted to the ends of the axle, and the fore-
carriage is made clastic, of few parts, and very simple construction.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed by
the said Robert Brown in the Great Seal Patent Office on the 9th May 1881.
ROBERT BROWN, of Morton, near Gainsborough, in the County of Lincoln,
Mechanical Engineer. "IMPROVEMENTS. IN PORTABLE AND TRACTION ENGINES
PROVIDED WITH APPLIANCES FOR HOISTING AND OTHER PURPOSES."
It
My Invention has reference in part to an improved construction of traction or
locomotive engine, fitted with hoisting and winding gear and carrying a crane.
is usual in such engines to arrange the jib over the fore-carriage, and the load to be
hoisted and transported is usually suspended freely from the end of such jib, thus
causing undue strain on the central portion of the fore-carriage over the turn-plate
and locking gear, and also rendering the engine liable to fall over when travelling
over rough ground, as for instance in siege train work.
Now according to my Invention I place the crane jib over the hind or driving
wheel axle, the feet of the jib resting on or directly over the bearings of said
axle, and being firmly secured to the main framing, and in conjunction with the
jib so arranged I provide staples or sockets on the side frames to receive the
ends of a pair of transomes, which rest on the main framing, and are able to be
easily slipped into or out of such staples or sockets; these transomes are
arranged as to receive from the crane and carry heavy articles, such as girders, guns,
and the like.
BO
In addition to the first motion pinions being arranged for throwing into or out of
gear, I also make the second motion pinion or pinions capable of being put into or
out of gear, so that the first motion driving gear and counter shaft can be utilised
for the purposes of winding and hoisting, which I carry out as follows:-In one
arrangement the second motion pinion on countershaft is cast separate from the
spur wheel, and is made loose on the shaft, but held in position by a collar; on the
back of the spur wheel I cast a short sleeve of sufficiently large diameter to revolve
freely over the shaft bearing, which latter is thus brought close up to its work;
upon this sleeve is fitted a stout sliding collar, which is moved to and fro by a
suitable fork-lever, and baving two or more projecting snugs of segmental form,
which pass through similarly shaped openings in the spur wheel, and also into
similarly shaped openings, but somewhat longer, formed in the flange of the said
pinion, which is cast extra deep and strong to receive the said snugs and to
transmit the strain, or when the countershaft is made to carry a second motion
driving pinion at the opposite end to the first motion gear, I cast this second
motion pinion with a sleeve to revolve in the bearing, and having a clutch on the
inner end, the countershaft being slightly reduced in diameter at this part and
passing freely through it with a collar at the end to retain the pinion in position.
In steam engines having double or compound cylinders placed near together, and
wherein the cranks are placed at right angles, and owing to their proximity it is
not practicable to form for each piston.rod a complete crank on the same shaft, and
to balance the said cranks properly as required for high speed engines, such as are
now becoming more generally used, I make the shaft in two parts, each part
having formed upon it one crank-pin and one jaw only. The two parts I connect
by means of a metallic disc, which in the direction of its breadth or thickness
extends the entire distance between the two crank pin journals, and I form it with
an internal balance weight opposite the two bosses, which are bored out each to
receive a prolongation of one of the crank pins; these being turned with a collar, are
forced in tight, and firmly secured by keys or cotters, thus making a complete
balanced crank without any loose weights, which is then properly centred and
turned up in the usual manner.
The crank disc I may make of hollow form or with a central web and deep flange

page_text: In some cases to give increased strength and rigidity, I make the side brackets
which carry the shaft bearings for portable or traction engines of rolled or steel
plate flanged all round; the lower part or flange is formed to fit the boiler, upon
which it is securely rivettod, and the upper part or flange of each bracket is formed
with a deep recess, into which the carriage or plummer block is let down, the
blocks being scribed and shaped to fit; by this construction the strains upon the
said shaft bearings are transmitted direct to the side brackets, and thence to a largo
area of the boiler shell without having to pass through bolted joints.
The fore carriages of portable and traction engines are usually made rigid, and
in some cases the load rests upon the central part only of the axle, which is very
liable to give way.
According to my Invention, I make the said fore-carriages elastic by means of a
curved bar of steel arranged on top of the axle, and in such a form that the central
portion slides laterally in a metallic saddle under the turn plate when travelling
over uneven ground. The steel bar is made broad in the central part with a slotted
hole for the main central pin, the ends of the said steel bar being slightly sprung in
between the collars and secured to the axle by clips, which in traction engines I
form with studs to receive the ends of steering chains; the turn plate is flanged
and provided with borns passing down on each side of the axle, and having a
round hole in the centre for the main centre pin.
Thus the whole of tho load is transmitted to the ends of the axle, and tho
fore-carriage is made elastic, of few parts, and very simple construction.
Referring to tho accompanying four Sheets of Drawings, in which similar parts
are denoted by like letters of reference wherever they occur, Fig. 1 is a side
elevation of a traction engine arranged according to my Invention; Fig. 2 is a
plan partly in section, and Fig. 3 an end elevation of the same also partly in
section; D is the boiler; E, E, are the cylinders, which I employ by preference
compounded, but they may be of any ordinary construction, and either single or
double as desired; F, F, aro the side plates which form a box or housing for tho
engine, they are made and secured to the engine in the usual way, the end forming
a bridge plate to carry the slide bars; G is the crank shaft, which is hereinafter
more particularly described; H is the fly wheel, and I, I, the first motion or crank
pinions arranged for two speeds, and capable of being thrown in and out of gear by
means of the forked lever l' and hand lever 1, the latter being placed inside the
tender; N is the draw bar, which is provided with three or more holes for securing
the drag-shackle when used for hauling, as a traction engine.
The brako for the road wheels is arranged to act internally in the compensating
gear, which also is provided with locking gear to prevent either of the main
driving road-wheels slipping; O is the steering hand-wheel, and O¹ the steering
gear; 0 and 03, guide pullies for steering chains; P, the water tank; P', auxiliary
tanks arranged one on each side when the engine is used for regular road work.
That part of my Invention that relates moro particularly to the position and
construction of the crane and transomes is denoted on the Drawings, as follows:-
A is the crane jib with tho fcet A resting upon and secured to the main
framing B immediately over the bearings of the main driving axle L; A are the
tension rods; A³, the chain, and A* the chain barrel, which is provided with a pawl
at one side for retaining the load; C, C, are the transomes shown in dotted lines
in the position to receive a load; B¹, B' are the staples or sockets for holding them.
It will be seen that by this arrangement the weight of the load is sustained directly
by the main framing on which the transomes rest.
I now proceed to describe the arrangement whereby the first motion driving
gear, and counter-shaft, are according to my Invention rendered available for the
purposes of winding and hoisting by making the second motion pinion or pinions
capable of being put in or out of gear. Referring to the Drawings, J is the first
countershaft; J₁, the first motion spur wheel, provided with two rows or rings of
teeth, and which is keyed fast on the shaft in the usual manner; J' is the second
motion spur pinion, which I place according to this arrangement on the opposite

page_text: side of the engine from the first motion gear. It is loose on the shaft and is formed
with a sleeve to revolve in the bearing, terminating in a clutch on the inner side
of the said bearing, an annular oil box being formed within the pinion for
lubricating the shaft when the pinion is at rest; J³ is a chain pinion for driving
the winding drum M; this pinion is also loose on the shaft and is locked when
desired to the spur wheel J¹ by the sliding collar or clutch J* and lever J³. This
clutch slides to and fro upon the boss of the spur wheel and has segmental joggles
which pass through similarly shaped openings in the spur wheel, and into openings
similarly shaped, but slightly longer, in the chain pinion; Jo is a clutch pinion and
brake for working the chain barrel when using the crano; K is the second counter-
shaft; K, the compensating gear; and K and K³, the main driving pinions, of
which there is one for each main driving road-wheel; one of the road wheels is made
fast on the main axle L, while the other runs loose; the axlo revolves in long
bearings, when travelling these bearings, as also those for the winding drum or
drums A, being secured direct to the main framing of the engine. The winding
drum is driven by spur gear 311 with a velocity diminished in the ratio of 2 to 1
from the chain wheel L', the chain wheel and spur pinion being cast together and
revolving freely upon the main axle as a centro or axis; K is a hand-wheel,
and K the brake for the large winding drums. The second motion pinion may
be put in or out of gear in a way similar to that hereinabove described for putting
the chain pinion J³ in and out of gear with the shaft on which it runs; such an
arrangement is shewn in Figs. 4 and 5, Sheet 3.
Fig. 4 is a part cross section, and Fig. 5 a part side elevation of a traction
engine, wherein J is the first countershaft; J', the first motion spur wheel; J2, the
second motion pinion, which latter is cast separately from the first motion wheel
and is loose on its shaft. On the back of the spur wheel is a sleeve of sufficiently
large diameter to revolvo freely over the shaft-bearing J³; upon the sleeve is a
sliding collar or clutch J, which can be made to slide to and fro by the lever Jo.
It has segmental joggles, which pass through similarly shaped holes in the spur-
wheel J, and into holes similarly shaped, but slightly longer, in the enlarged flango
of the main driving pinion J. This pinion when so put into gear imparts motion
to the main driving axle L, through the compensating wheel K', arranged in the
usual manner; A is the chain barrel, and M the large winding drum. Figs. 7
and 8 represent my improved crank shaft, also my improved fore carriage, and
side bracket as applied to portable engines, and are respectively a transverse
section, and a part side elevation of a portable engine according to my Invention.
Fig. 9 is a section of the crank disc; G, G, are the two forged parts of the crank
shaft, each having a single jaw and one crank pin with a prolongation G' forned
thereon. G is the counterbalanced disc, having bosses G³, G³, formed therein for
receiving and securely holding the prolongations of the two crank pins. I make
the disc hollow or with a web and deep flange as preferred. D is the boiler, of
which a part only is shown; H is the fly wheel; R, R, are my improved side brackets
formed of rolled iron or steel plate and flanged all round. A deep recess is formed
in the top of each bracket to receive a plummer block or bearing R' for crank shaft,
which block may be readily scribed and shaped to fit the recess in the bracket.
The lower part of bracket is shaped to fit the boiler, to which it is securely rivetted
in the usual manner. When used for traction engines such brackets may be formed,
with two or more recesses in the top to receive the various shaft bearings, as will be
readily understood. My improved fore carriage, which is also shewn in Figs. 1, 2,
and 3, is marked Q; Q¹ is the fore axle ; Q, the curved steel bar; Q, the turn plate;
Q, the main centre bolt; Q³, the saddle; Q, the stay; Q and Q, the clips. In
portable engines these clips are formed on the ends of the guides T, which carry at
their other extremities the splinter bar S of angle iron, to which the horse shafts
are attached in the usual manner.
Figs. 10 and 11 show so much of a traction engine as is necessary to illustrate
the manner in which the engine, shewn in Figs. 1 and 2, would be modified, when
that part of my Invention which has reference to putting the second motion pinion

page_text: or pinions in and out of gear, (so that the first motion driving gear and counter-
shaft can be utilized for the purposes of winding and hoisting) is applied to winding
for the purposes of steam cultivation.
In my Provisional Specification I described a method whereby, instead of having
loose keys or feathers let into grooves cut into the shaft for driving the pinions, as
ordinarily used in traction engines, I formed the said keys or feathers for the
sliding pinions and clutches solid with the shaft, which shaft I stated that I
preferred to make of steel, as it does not require any case-hardening to render the
faces of such keys or feathers durable, but I do not lay claim to this feature.
Having now described the nature of the said Invention, and the way in which
it is to be or may be carried into practical effect, I would have it understood that
what I consider to be novel and original, and therefore claim as secured to me
under the Letters Patent herein before in part recited is,-
1. In a portable or traction engine mounting a crane jib at the rear end of the
engine, with its feet on or over the hind axle bearing, substantially as described.
2. In a portable or traction engine the use in conjunction with a crane jib of
transomes to receive from the crane and carry heavy articles, substantially as
described.
3. In a portable or traction engine so arranging the driving gear, that the second
motion pinion or pinions can be connected with or disconnected from the first
motion shaft at will, thus enabling the first motion gear and counter shaft to be
utilised for various hoisting and winding purposes, substantially as described.
4. The improved crank shaft constructed with a balanced disc, substantially as
described.
5. The improved construction of side brackets to carry the crank shaft bearings
in portable or traction engines, as hereinabove described and shown.
6. A fore carriage for portable and traction engines, rendered elastic by means of
a curved bar of steel arranged on top of the axle, and whose central portion is able
to slide laterally in a metallic saddle under the turn plate when travelling over
uneven ground, substantially as described.
7. The improved traction engine with appliances for hoisting and other purposes
constructed, arranged, and operating substantially as described with reference to
Figs. 1, 2, and 3 of the Drawings.
In witness whereof, I, the said Robert Brown, have hereunto set my hand and
seal, this Seventh day of May, in the year of our Lord One thousand eight
hundred and eighty one.