IMPROVEMENTS IN PORTABLE AND TRACTION ENGINES ADAPTED TO DRIVE ROUNDABOUTS
Year: 1880

page_text: LETTERS PATENT to Frederick Savage, of King's Lynn, in the County of
Norfolk, for an Invention of "IMPROVEMENTS IN PORTABLE AND TRACTION
ENGINES ADAPTED TO DRIVE ROUNDABOUTS."
PROVISIONAL SPECIFICATION left by the said Frederick Savage at the
Office of the Commissioners of Patents on the 28th September 1880.
" IMPROVE-
FREDERICK SAVAGE, of King's Lynn, in the County of Norfolk.
MENTS IN PORTABLE AND TRACTION ENGINES ADAPTED TO DRIVE ROUNDABOUTS."
This Invention has for its object improvements in portable and traction engines
adapted to drive roundabouts.
In order to transmit motion from the crank shaft of the engine, situate over the
fire box, to the toothed ring or wheel to which the roundabout arms are attached,
I employ an arrangement of gear which I will proceed to describe. The toothed
ring or wheel mentioned above is carried upon a frame or structure built up over
the boiler of the engine at the fire box end, and it takes its motion from a pinion.
This pinion is upon an axis which has a bevilled wheel at its lower end, and this
The
wheel gears with a corresponding pinion upon an horizontal countershaft.
countershaft has a grooved friction wheel keyed upon it which can be brought in
contact with a corresponding wheel of smaller size carried by the crank shaft so as
to be driven by it. The bearing of the countershaft is moveable in guides by
means of a lever and screw to and from the crank shaft to approach and to
separate the friction wheels. This gear for driving the roundabout in no way
interferes with the ordinary gear of the engine for travelling on the roads; it is
always in place, and the removal of the road gear when the roundabout is in use
is not required, as it is in some engines of this class. I also provide a second or
slow speed gear to start the roundabout when it is heavily loaded. For this
purpose I provide another friction wheel on the end of the crank shaft opposite to
that which carries the spur pinions of the road gear; and with this wheel a
corresponding wheel on a second intermediate shaft can be brought into contact.
The second intermediate shaft being thus driven actuates the first intermediate
shaft through a a train of toothed wheels, and, as already described, movement is
transmitted from this to the roundabout. The bearing of the second intermediate

page_text: shaft is also moveable to and from the crank shaft to bring the friction wheels into
contact and to separate them. It receives its movement by means of a lever coupled
with the same screw which controls the position of the bearing of the first counter-
shaft. Thus, by turning the screw by a hand wheel upon it, the friction wheels
belonging to one speed are brought together, and those belonging to the other
speed are separated. In an intermediate position also the friction wheels are all
out of contact ready for the travelling gear by which the engine moves from place
to place to be employed. The chimney of the engine is made in two parts, and
the upper part can be turned down upon an hinge joint to permit of the roundabout
arms passing over it when the roundabout is in use. The smoke at this time is
conducted by an inclined pipe passing out from the side of the lower part of the
chimney through the centre or upper chimney about which the roundabout turns.
When the smoke is thus required to pass by the inclined pipe to the upper chimney,
a cover plate is applied to close the lower or fixed part of the chimney; at other
times (as when the engine is travelling on the road) the cover plate is applied upon
the upper chimney, and the upper joint of the chimney is replaced.
In some cases I arrange the roundabout to revolve round an upright chimney at
the fore part of the engine. I then employ the following arrangement of gear
which is carried by side plates running along the top of the boiler for its whole
length-In addition to the travelling gear the crank shaft carries a spur wheel
gearing with a corresponding wheel on a first countershaft. Upon this countershaft
there is also a friction wheel with which another friction wheel upon a second
countershaft can be brought into contact. For this purpose the bearing of the
second countershaft can be moved by a hand lever along guides. The second
countershaft by bevilled pinions actuates an upright axis carrying a spur pinion
engaging with the toothed ring or wheel to which the roundabout arms are
attached.
In this case also I provide a second or slower speed, and for this purpose there is
a third countershaft also with a friction wheel upon it, which can (by means of a
lever) be brought into contact with a corresponding wheel on the first countershaft.
When the third countershaft is thus driven it imparts motion through a spur train
to the second countershaft and so drives the roundabout at the slower speed.
When the engine is not required to work the roundabout the spur wheel on the
first countershaft can be slidden out of gear.

page_text: Letters
Γανεπι
πιστ
SPECIFICATION in pursuance of the conditions of the
by the said Frederick Savage in the Great Seal Patent Office on the 28th
March 1881.
" IMPROVE-
FREDERICK SAVAGE, of King's Lynn, in the County of Norfolk.
MENTS IN PORTABLE AND TRACTION ENGINES ADAPTED TO DRIVE ROUNDABOUTS."
This Invention has for its object improvements in portable and traction engines
adapted to drive roundabouts.
In order to transmit motion from the crank shaft of the engine, situate over the
fire box, to the toothed ring or wheel to which the roundabout arms are attached,
I employ an arrangement of gear, shewn at Figures 1, 2, and 3 of the Drawings
hereunto annexed, which I will proceed to describe.
Figure 1 is a transverse section taken through the driving gear; Figure 2 is a
side elevation of the engine and driving gear with some of the parts removed;
Figure 3 shows a side elevation of parts of the driving gear on the opposite side of
the engine.
A is the toothed ring or wheel mentioned above; it is carried upon a frame or
structure B, built up over the boiler of the engine at the fire box end, and it takes
its motion from a pinion C. This pinion is upon an axis D, which has a bevilled
wheel E at its lower end, and this wheel gears with a corresponding pinion F upon
an horizontal countershaft G. The countershaft G has a grooved friction wheel H
keyed upon it, which can be brought in contact with a corresponding wheel I, of
The bearing
smaller size, carried by the crank shaft J, so as to be driven by it.
of the countershaft G is moveable in guides by means of a lever K and screw L to
and from the crank shaft to approach and to separate the friction wheels. This
gear for driving the roundabout in no interferes with the ordinary gear of the
engine for travelling on the roads; it is always in place, and the removal of
the road gear when the roundabout is in use is not required, as it is in some
engines of this class. I also provide a second or slow speed gear to start the
roundabout when it is heavily loaded. For this purpose I provide another friction
wheel M on the end of the crank shaft opposite to that which carries the speed
pinions of the road gear; and with this wheel a corresponding wheel N, on a
second intermediate shaft O, can be brought into contact. The second intermediate
shaft O, being thus driven, actuates the first intermediate shaft G through a train
of toothed wheels, and, as already described, movement is transmitted from this to
the roundabout. The bearing of the second intermediate shaft O is also moveable
to and from the crank shaft to bring the friction wheels into contact, and to
separate them. It receives its movement by means of a lever P coupled with the
same screw L which controls the position of the bearing of the first countershaft.
Thus, by turning the screw, or preferably a nut upon it by a hand wheel R, the
friction wheels belonging to one speed are brought together, and those belonging
to the other speed are separated. In an intermediate position also the friction
wheels are all out of contact ready for the travelling gear by which the engine
moves from place to place to be employed. The chimney of the engine is made in
two parts, and the upper part S can be turned down upon an hinge joint to permit
of the roundabout arms passing over it when the roundabout is in use.
smoke at this time is conducted by an inclined pipe T passing out from the side
of the lower part of the chimney up through the centre or upper chimney U, about
which the roundabout turns. When the smoke is thus required to pass by the
inclined pipe to the upper chimney, a cover plate V is applied to close the lower or
fixed part of the chimney; at other times (as when the engine is travelling on the
road) the cover plate is applied upon the upper chimney, and the upper joint of
the chimney is replaced.
The

page_text: In some cases I arrange the roundabout to revolve round an upright chimney at
the fore part of the engine. I then employ the arrangement of gear shown
at Figures 4 and 5; Figure 4 is a side elevation partly in section, and Figure 5 is
a cross section of the engine and gear. The gear is carried by side plates A
running along the top of the boiler for its whole length. In addition to the
travelling gear the crank shaft B carries a spur wheel C gearing with a corre-
sponding wheel D on a first counter shaft E. Upon this countershaft there is also
a friction wheel F with which another friction wheel G, upon a second counter-
shaft H, can be brought into contact. For this purpose the bearing of the second
counter shaft H can be moved by a hand lever I along guides. The hand lever I
is on the left hand side of the engine. The second countershaft, by bevilled
pinions J, actuates an upright axis K, carrying a spur pinion L, engaging with the
toothed ring or wheel M, to which the roundabout arms are attached.
In this case also I provide a second or slower speed, and for this purpose there is
a third counter shaft N, also with a friction wheel O upon it, which can, by means
of a lever P on the right hand side of the engine, be brought into contact with a
corresponding wheel R on the first countershaft E. When the third countershaft N
is thus driven it imparts motion through a spur train S, T, U, to the second
countershaft H, and so drives the roundabout at the slower speed. When the
engine is not required to work the roundabout the spur wheel on the first
countershaft E can be slidden out of gear.
Having thus described the nature of my Invention, and the manner of performing
the same, I would state that I am aware that in the Specification of a Patent,
No. 763, in the year 1880, one way in which a roundabout might be driven by a
portable or traction steam engine was described, and that I do not make any claim
to portable or traction engines constructed to drive roundabouts in the way
described in that Specification, but that I claim,-
First. The combination of apparatus for driving roundabouts, substantially as
herein described with reference to Figures 1, 2, and 3.
Second. Arranging the gear for driving roundabouts so as not to interfere with
the ordinary road gear of the engine used for travelling on roads, substantially as
described.
Third. Arranging the upper part of the chimney to turn down on a hinge joint,
whilst at the saine time a side flue is carried from the lower part of the chimney to
the lower end of the vertical cylinder or chimney around which the roundabout
revolves.
Fourth. The means, substantially as described, for driving roundabouts at two
different speeds.
Fifth. The combination of apparatus for driving roundabouts, substantially as
herein before described with reference to Figures 4 and 5.
Sixth. Arranging the toothed ring or wheel which carries the roundabout arms
to revolve around a chimney at the fore part of a portable or traction engine,
substantially as described.
In witness whereof, I, the said Frederick Savage, have hereunto set my
hand and seal, this Twenty sixth day of March, in the year of our Lord
One thousand eight hundred and eighty one.