Improvements in Driving Mechanism for Locomotives Constructed with Bogies.
Year: 1892

page_text: Date of Application, 14th Sept., 1892
Complete Specification Left, 12th June, 1893-Accepted, 14th Sept., 1393
PROVISIONAL SPECIFICATION.
Improvements in Driving Mechanism for Locomotives Constructed
with Bogies.
I, CHRISTIAN HAGANS of Erfurt, Germany, Locomotive Manufacturer, do
hereby declare the nature of this invention to be as follows:-
In the Specification of a former Patent granted to me No. 5776 of 1891 there is
described a construction of locomotive with cylinders fixed to the main frame and
with one or two bogies having coupled axles to which motion is transmitted by
connecting rods operated by levers of the first order mounted on movable weigh
shafts, the arrangement being such as to permit of the passage of the bogies round
curves of comparatively small radius.
According to the present invention instead of transmitting the power of the piston
rod to the connecting rods by levers of the first order, it is transmitted by means of
levers of other kind and the axles of the main frame and the axles of the bogie
frames are driven by the pistons of one pair of cylinders as I will now proceed to
explain by reference to the accompanying drawings.
In Fig. 1 which is a diagrammatic view, C E is a lever of the second order the
lower end C of which is jointed to the piston or driving rod A extending from the
cylinder of the locomotive and by means of which the lever is caused to oscillate
from K' to L'. A driving axle of the main frame of the locomotive is driven direct
from the lower end C' of the lever by means of a rod C' D'; and a coupling rod MN
which is connected to the lever C'E' at the point M serves to transmit movement
from this lever to the point N of the suspension bars F¹ N.
CE is a lever suspended at the point E3 from the suspension bar F' N. The
upper end E of this lever CE is connected by a rod E F with the point F of a guide
rod F G, which is pivoted at E2 to the main frame. The lower end G of this
guide rod is moved with relation to the fixed point H on the bogie frame, according
to the curves traversed by the bogie, in the various ways described in my said
former Specification hereinbefore referred to.
Whilst running on a straight part of the line the upper end E of the lever CE
will be co-axial with the point of suspension F¹ of the suspension bar F¹ N.
On entering, or whilst running round carves, the upper end E of the lever CE
will no longer be co-axial with the fixed point of suspension F1 of the suspension
bar FN, as E will then be shifted say to e, and in consequence thereof, the lower
end of the lever CE when in its middle position, will be shifted to c, and the lever
will no longer oscillate from K and L, but from k to l.
For the sake of simplicity, the locomotive shewn in the diagram has only one
bogie frane, whilst the other axles are in fixed bearings in the main frame.
The position, as regards height, of the coupling rod M N in Figs. 1 and 2 can
be varied as desired, as in the arrangement described in my said former Specification.
For example the rod M N may be situated at the same height as the point E, or at
the same height as the point C, and even below it. If the rod MN be shifted
beyond the point E, the construction will become practically the same as that
described in the forner Specification.
If the guide rod G H in Fig. 2 be prolonged until the point G is co-axial with
the point C, the guide rod F E be dispensed with, and the point F of the
lever FG arranged co-axial with the point E of the lever C E then this lever C E
(Fig. 2) will oscillate about the new point F of the suspension bar F G, which will
be pivoted at a new point E' fixed to the main frame. By this means the fixed point E
will be co-axial with the point Es when this is in its central position.
If, on the contrary, in a locomotive constructed according to my former

page_text: Specification the suspension bars F G be placed behind or before the levers C E
then the guide rods G I will be shortened or lengthened as shown in Figs. 3 to 8
inclusive, and the guide rods E E2 will be inserted between the axles E of the
levers CE and the axles E2 of the suspension bar F.
The short axles E of the levers CE are then in consequence movably mounted
in sliding bearings OO on the main frame.
In the constructions shewn in Figs. 1 to 8 it is possible as in the arrangement
described in my former Specification to locate the cylinders of the locomotive on
the main frame either bebind the levers CE or C'E' or between such levers, and
either at the bottom, or at the top, as may be required.
In such cases, the continuous piston rods, which in the arrangement described in
the former Specification are placed between the levers, are converted into coupling
rods M N (see Figs. 1-8). The driving rods are then connected with a point upon
the lever CE or upon the coupling rod M N.
In the arrangement shown in Fig. 9, the guide rod H G engages at the point G
with the suspension bar F G which is pivoted at the point E2, and is connected at
its upper end by means of the guide rod F E with the point E* of a bell crank
lever E E E³, which is pivoted at the point E. The point E also serves as a point
of suspension for the lever E C to which is transmitted by means of a coupling rod
connected to the lever EC at N the movement of the engine piston so that the said
lever E C will oscillate from K to L.
At the end C of this lever there is suspended a bell crank lever C2 C C' which
is connected with the bell crank lever E E E³ by means of the guide rod C² E³.
The driving rod C' D is connected at the point C₁ and drives the bogie axles of the
locomotive.
When running on a straight portion of line, the various points are in the positions
indicated by capital letters, and when running round curves, they assume the
positions indicated by small letters.
The position of the point of connection N of the driving rod, can be varied as
hereinbefore explained with reference to Figs. 1 and 2 that is to say it can be
placed below the point C, or beyond the point E in which latter case the lever CE
would become a lever of the first order as in the arrangements described in my
former Specification. The lever C¹C C² can also be arranged at any other desired
position on the lever E C.
In Fig. 10 the lever E C is not suspended from a fixed axis E as in Fig. 9, as its
lower end C is jointed to a fixed point of a crosshead of the locomotive, the said
point C moving from K to L. In order that the lever may follow the movement
of the cross head, it is mounted at its upper end on the main frame in such a
manner as to be capable of movement in a direction at right angles to the
movement of the cross head, or (as I prefer) is held by a guide rod F E in the
corresponding position. In other respects the mechanism is the same as in Fig. 9.
Fig. 11 illustrates a modification in which the guide rod G H is prolonged so
that the rod F E in Fig. 10 is dispensed with. For the sake of simplicity a
lever not shown but which I will call 'G E' E, corresponding to the lever E E E³
in Figs. 9-10 is connected with the guide rod G H which is connected to the
bogie frame at the fixed point H which is indicated more specifically in the above
mentioned former Patent.
The point E of this lever G E E2 is a fixed point on the main frame directly
behind the point E. The point E2 of the lever which is directly behind the
point E³ is connected with this point by a guide rod not shown but which I will
call E2 E3 which is guided by the short guide rod E³ E. E³ E is pivoted at the
point E and is connected by the guide rod E³ C2 with the lever C2C C', which is
fixed to the lower end C of the oscillating lever E C. The movable point C¹ of
the lever C2 CC' serves to operate the driving rod C¹ D to drive the bogie axles
of the locomotive. The lever C E is connected at the point N with a driving
rod from the working cylinder of the locomotive as before. The position of the
point N in this arrangement can also be varied in the manner hereinbefore

page_text: mentioned. When the bogie is running on a straight line, the parts assume the
position indicated by capital letters; when running round curves, they assume the
position indicated by small letters.
In the arrangements described in my former Specification, in order to transmit
the movement of the piston or of the driving rods by means of a lever B C and
driving rods C D, the pivot or axle E of the lever is made movable by means of
the suspension bars F G in the manner described in that Specification. This also
holds good in the arrangements hereinbefore described.
The shaft E as shown in plan view in the drawings of my said former
Specification, is, when passing over a determined curve, partly turned about its
pivot from the position it occupies when running on a straight line, the angle
through which it turns being in the construction therein set forth, half as great as
the angle of deflection of the bogie, that is to say half as great as the angle which
the longitudinal axis of the bogie makes with the longitudinal axis of the
locomotive. These angles must also, according to the present invention, be in a
certain relation to one another according to the relations of the parts of the
transmitting mechanism.
In the arrangement illustrated in Figs. 12 and 13, as in Figs. 1 and 3, the guide
rod G H is shortened and the guide rod E F is arranged between the axles E of
the lever CE and the end point F of the guide rod F G which is pivoted at E³.
The axle E is mounted so as to be capable of lateral movement, and must in order
to transmit the power properly not only be moved laterally relatively to the
movement of the bogie, but must, as in the arrangements described in my former
Specification, when passing over curves, form, with the position it occupies when
running on a straight line, according to the lengths of the driving rods and levers,
an angle which stands in a determined relation to the angle of deflection of the
bogie, and therefore with the angle, which the longitudinal axis of the bogie forms
with the longitudinal axis of the locomotive when passing round curves.
reason the shaft E is connected at a point E' with the guide rod E' F', which is
connected by the guide rod G' H' to a fixed point H¹ of the bogie, like the fixed
point H.
For this
In Figs. 14 to 17 inclusive the same object is effected as in the construction
shown in Figs. 12 and 13. A pair of cylinders A here drive both the fixed axles
mounted in the main frame and the axles mounted in the bogie frames. For this
purpose the levers C'E' carried by fixed axles E' between the cylinders and the
driving rods, serve to drive the first mentioned axles as in Figs. 1 and 2. These
levers are coupled by coupling rods M N with the levers CE that are mounted on
movable axles and which serve to rotate the driving axles of the bogies.
In order to effect the necessary adjustment of the movable axles E relatively to
the deviation of the bogies, the guide rod H G is fixed on the bearing neck of the
driving axle box H of the bogie. The other end G of the same is connected with
a lever fixed to the lower end of a shaft F* that is mounted on the main frame.
To the upper end of this shaft is fixed a lever that is connected by a rod E F to
the shaft E the arrangement being such that when the bogie passes onto a curve,
movement will be transmitted from the bogie to the shaft E which serves as the
pivot of the lever C E. This lever C E is suspended at the point E³ (as in Figs. 1
and 2) in a fork E F. This fork corresponds to the suspension bar F N in
Figs. 1 and 2 and is mounted in a frame Q. This frame is mounted between the
curved bars or fillets R R in such a manner as to be capable of lateral movement,
and is connected by the rod S with the bogie for the purpose of effecting the
lateral movement of the shaft E already described with reference to Figs. 12
and 13.
The lower end of the lever CE is attached by means of a driving rod to the
driving axle of the bogie, which is coupled to the second axle.
Figs. 18 to 21 inclusive illustrate an arrangement in which a pair of cylinders
serve by means of levers C E pivoted at one end to drive in cominon, two bogies
of the locomotive.

page_text: The two levers C E situated next the cylinders, are pivotted at E and serve to
drive the other bogie by means of the driving rod CD. In travelling round
curves the movement of the pivot E of the lever CE (corresponding to the
movement of the bogie or of the driving rod C D) is produced by the guide
rod E F of the guide rod-lever F G which is attached by means of the guide
rod G H at H to the bogie. The coupling rod M N transmits the oscillation of
the forward lever CE to the rear lever CE which drives the rear bogie.
This latter lever CE is also mounted upon a pivot E capable of movement, and
for this reason is suspended from the pin E of the guide-rod-lever F G which is
attached to the bogie at H by means of the guide rod G H. The deviation shown
in the drawing of the bogies corresponds to the deviation which takes place in
running round curves of 20 metres radius.
Dated this 14th day of September 1892.
C. HAGANS,
By L. W., per F. B.
COMPLETE SPECIFICATION.
Improvements in Driving Mechanism for Locomotives Constructed
with Bogies.
1, CHRISTIAN HAGANS of Erfurt, Germany, Locomotive Manufacturer, 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 :-
In the Specification of a former Patent granted to me No. 5776 of 1891 there is
described a construction of locomotive with cylinders fixed to the main frame and
with one or two bogies having coupled axles to which motion is transmitted by
connecting rods operated by levers of the first order mounted on movable weigh
shafts, the arrangement being such as to permit of the passage of the bogies round
curves of comparatively small radius.
According to the present invention instead of transmitting the power of the
piston rod to the connecting rods by levers of the first order, it is transmitted in
the manner hereinafter described by means of levers of other kind and the axles of
the main frame and the axles of the bogie frames are driven by the pistons of one
pair of cylinders.
I will now proceed to explain my present invention by reference partly to the
drawings filed with my Provisional Specification and partly to additional drawings.
In Fig. 1 of the former drawings, which is a diagrammatic view, C'E' is a lever
of the second order the lower end C' of which is jointed to the piston or driving
rod A extending from the cylinder of the locomot.ve, and by means of which the
lever is caused to oscillate from K' to L'. A driving axle of the main frame of
the locomotive is driven direct from the lower end of the lever by means of a
rod CD¹, and a coupling rod M N, which is connected to the lever C'E' at the
point M, serves to transmit movement from this lever to the point N of the
suspension bars F¹ N.
CE is a lever suspended at the point E³ from the suspension bar F¹ N. The
upper end E of this lever CE is connected by a rod E F with the point F of a
guide rod or lever F G, which is pivoted at 12 to the main frame. The lower
end G of this guide rod or lever is moved with relation to the fixed point N on the
bogie frame, according to the curves traversed by the bogie, in the various ways
described in my said former Specification hereinbefore referred to.
Whilst running on a straight part of the line the upper end E of the lever CE
will be co-axial with the point of suspension F" of the suspension bar F1 N. On
entering, or whilst running round curves, the upper end E of the lever C E will no
longer be co-axial with the fixed point of suspension F1 of the suspension bar FIN,
as E will then be shifted say to e, and in consequence thereof, the lower end of the

page_text: lever C E, when in its middle position, will be shifted to c, and the lever will no
longer oscillate from K to L, but from k to 1.
For the sake of simplicity, the locomotive shewn in the diagrain has only one
bogie frame, whilst the other axles are in fixed bearings in the main frame.
The position, as regards height, of the coupling rod M N in Figs. 1 and 2 can be
varied as desired, as in the arrangement described in my said former Specification.
For example the rod M N may be situated at the same height as the point E, or
at the same height as the point C, and even below it. If the rod M N be shifted
beyond the point E, the construction will become practically the same as that
described in the said former Specification.
•
If the guide rod G H in Fig. 1 be prolonged until the point G is level or coaxial
with the point C as shown in Fig. 2, the guide rod F E be dispensed with, and the
point F of the guide rod or lever F G arranged co-axial with the point E of the
lever C E, then this lever CE (Fig. 2) will oscillate about the new point F of
the suspension bar F G, which will be pivoted at a new point. E² fixed to the main
frame. By this arrangement the fixed point E2 will be made co-axial with the
point E when this is in its central position.
If on the contrary, in a locomotive constructed according to my former Specifi-
cation, the guide rods or levers F G be placed behind or before the levers CE,
then the guide rods G H will be shortened or lengthened as shown in Figs. 3 to 8
inclusive, and guide rods E³ E2 will be inserted between the axles 3 of the
levers CE and the axles E2 of the suspension bar F G. The short axles E3 of the
levers CE are then in consequence movably mounted in sliding bearings 00 on
the main frame.
In the constructions shewn in Figs. 1 to 8 it is possible, as in the arrangement
described in my former Specification, to locate the cylinders of the locomotive on
the main frame either behind the levers CE or CE or between such levers, and
either at the bottom, or at the top, as may be required.
In such cases, the continuous piston rods, which in the arrangement described in
the former Specification are placed between the levers, are replaced by coupling
rods M N (see Figs. 1-8) and the piston rods are then connected with a point
upon the lever CE or upon the coupling rod M N.
In the arrangement shown diagrammatically in Fig. 9 the guide rod H G
engages at the point G with the suspension bar F G which is pivoted at the
point E, and is connected at its upper end by means of the guide rod FE with
the point E of a bell crank lever E E E³, which is pivoted at the point E. The
point E also serves as a point of suspension for the lever EC to which is trans-
mitted by means of a coupling rod connected to the lever EC at N the movement
of the engine piston so that the said lever E C will oscillate from K to L. At the
end C of this lever there is suspended a bell crank lever C2 CC which is connected
with the bell crank lever E É Es by means of the guide rod C E³. The driving
rod CD is connected at the point C and drives the bogie axles of the locomotive.
When running on a straight portion of line, the various points are in the positions
indicated by capital letters, and when running round curves, they assume the
positions indicated by small letters.
The position of the point of connection N of the driving rod, can be varied as
hereinbefore explained with reference to Figs. 1 and 2, that is to say it can be
placed below the point C, or beyond the point E in which latter case the lever CE
would become a lever of the first order as in the arrangement described in my
former Specification. The lever C₁C C² can also be arranged at any other desired
position on the lever E C.
In the arrangement shown diagrammatically in Fig. 10 the lever E C is not
suspended from a fixed axis E as in Fig. 9 as its lower end C is jointed to a fixed
point of a crosshead of the locomotive, the said point C moving from K to L. In
order that the lever may follow the movement of the cross head, it is mounted at
its upper end on the main frame in such a manner as to be capable of movement in
a direction at right angles to the movement of the cross-head, or (as I prefer) is

page_text: held by a guide rod F E in the corresponding position. In other respects the
mechanism is the same as in Fig. 9.
Fig. 11 illustrates diagrammatically a modification in which the guide rod G H
is prolonged so that the rod F E in Fig. 10 is dispensed with. For the sake of
simplicity a lever not shown, but which I will call G E E². and corresponding to
the lever E E E³ in Figs. 9-10 is connected with the guide rod G H which is
connected to the bugic frame at the fixed point H which is indicated more
specifically in the above mentioned former Patent.
The point E of this lever G E' E2 is a fixed point on the main frame directly
behind the point E. The point E2 of the lever, which is directly behind the
point E³, is connected with this latter point by a guide rod not shown but which I
will call E E³ and which is guided by the short guide rod E³ E. E³ E is pivoted
at the point E and is connected by the guide rod E³ C2 with the lever C² C C¹,
which is fixed to the lower end of the oscillating lever E C. The movable
point C¹ of the lever C² C C serves to operate the driving rod C¹ D to drive the
bogie axles of the locomotive. The lever CE is connected at the point N with a
driving rod from the working cylinder of the locomotive as before.
The position
of the point N in this arrangement can also be varied in the manner hereinbefore
mentioned. When the bogie is running on a straight line, the parts assume the
position ndicated by capital letters, and when running round curves, they assume
the position indicated by small letters.
In the arrangements described in my former Specification, in order to transmit
the movement of the piston or of the driving rods by means of a lever B C and
driving rods CD, the shaft E which forms the pivot or axle of the said lever is
made movable by means of the suspension bars F G in the manner described in that
Specification. This also holds good in the arrangements herein before described.
The shaft E, as shown in plan view in the drawings of my said former Specification,
is, when passing over a determined curve, partly turned about its pivot from the
position it occupies when running on a straight line, the angle through which it
turns being in the construction therein set forth, half as great as the angle of
deflection of the bogie, that is to say half as great as the angle which the longi-
tudinal axis of the bogie makes with the longitudinal axis of the locomotive.
These angles must also, according to the present invention, be in a certain relation
to one another according to the relations of the parts of the transmitting
mechanism.
The
Figs. 12, 12 and 13 show diagrammatically an arrangement similar in principle
to that shown in Figs. 14 to 17 and hereinafter described but with the difference
that the adjustment of the plane of oscillation of the lever EC is effected not by
the curved bars R R shown in Fig. 15, but by means of a lever E E'.
lever FG, which is suspended at the point is connected with the axle E
(Fig. 13) by the rod FE and the lever F G which is pivoted at E³ is connected
with the axle E' by the rod F¹E'. The lever E E' actuates the fork E° (Fig. 12)
which is suspended by a disc E and in which the lever E C is suspended, so that
the plane of oscillation of the lever E C is altered corresponding with the position
of the point H. In this arrangement therefore there is no lateral movement of the
lever EE but only an angular movement.
The adjustment of the upper centre of rotation of the lever E C is effected by
lever gear as in the arrangement illustrated in Figure 1.
In Figs. 14 to 17 inclusive the same object is effected as in the construction
shown in Figs. 12 and 13. A pair of cylinders A here drive both the fixed axles
mounted in the main frame and the axles mounted in the bogie frames. For this
purpose the levers C₁ E¹ carried by fixed axles E' between the cylinders and the
driving rods, serve to drive the first mentioned axles as in Figs. 1 and 2. These
levers are coupled by coupling rods M N with the levers CE which are mounted
on movable axles and serve to rotate the driving axles of the bogies.
In order to effect the necessary adjustment of the movable axles E relatively to
the deviation of the bogies the guide rod H G is fixed on the bearing neck of the

page_text: driving axle box H of the bogie. The other end G of the rod H G is connected
with a lever fixed to the lower end of a shaft, F which is mounted on the main
frame. To the upper end of this shaft F*, is fixed a lever which is connected by a
rod E F to the shaft E the arrangement being such that when the bogie passes
onto a curve, movement will be transmitted from the bogie to the shaft E which
serves as the pivot of the lever C E. This lever CE is suspended at the point E³
(as in Figs. 1 and 2) in a fork E³ F¹. This fork corresponds to the suspension
bar F N in Figs. 1 and 2 and is mounted in a frame Q. This frame is mounted
between the curved bars or fillets R R in such a manner as to be capable of lateral
movement, and is connected by the rod S with the bogie for the purpose of
effecting the lateral movement of the shaft E already described with reference to
Figs. 12 and 13.
The lower end of the lever C E is attached by means of a driving rod to the
driving axle of the bogie, which is coupled to the second axle.
Figs. 18 to 21 inclusive illustrate an arrangement in which a pair of cylinders
serve by means of levers C E each pivoted at one end, to drive the wheels of two
bogies of the locomotive.
The two levers C'E' situated next the cylinders, are pivoted at E' and serve to
drive the other bogie by means of the driving rod CD. In travelling round
curves the movement of the pivot E of the lever C'E' (corresponding to the
movement of the bogie or of the driving rod C₁ D) is produced by the guide
rod E F of the guide rod lever F G which is attached by means of the guide
rod G H at H to the bogie. The coupling rod M N transmits the oscillation of
the forward lever C'E' to the rearward lever CE which drives the rear bogie.
This latter lever CE is also mounted upon a pivot E capable of movement, and
for. this reason is suspended from the pin E of the guide-rod-lever F G which is
connected to the bogie at H by means of the guide rod G H. The deviation shown
in the drawing of the bogies corresponds to the deviation which takes place in
running round curves of 20 metres radius.
Referring now to the additional drawings viz. Figs. 22 to 33 filed herewith.
Fig. 22 shows an arrangement in which the reversing rod or link, which as
shown in the other figures, is so far extended as to enable the lever G E to coincide
with the reversing lever, when it turns on the pivot E, thereby forming a frame
such as is shown in Fig. 33 and which corresponds to the reversing lever shown in
the preceding figures.
Figs. 22 to 27 illustrate a convenient method of construction for compound
locomotive engines having four cylinders. The cylinders, are arranged in two
pairs those in each pair being arranged one above the other with a valve chest
common to both, the small cylinder in each pair being used as a high pressure
cylinder and the large one as a low pressure cylinder. If the valve chest be inter-
posed between the two cylinders as shown in Figs. 22, 23, 25 and 26 the slide
valve may by the pressure of the steam be relieved from any weight and be simply
constructed as shown in these figures. In this arrangement the longer lever as
before stated and as illustrated in Fig. 22, may be extended past the point E and
up to the point B where the connecting rod of the second cylinder is connected
with it. On the opposite side of the engine the connecting rod of one of the
pistons may be caused to act direct upon the fixed axles of the engine.
Fig. 23 illustrates this arrangement and it will be seen that it is sufficient to provide
either one short lever BE M in order to set in motion through the coupling
rod M N the whole of the mechanism operating the bogie; or the two cylinders
may be placed closer together as shown in Figs. 24 and 27, in which case the short
lever BE M is dispensed with and the lever CE is operated direct by its long
connecting rod M Ñ from the upper cylinder.
In Figs. 28 to 31 the lever CE is not fixed at the top and its lower end C is
rigidly connected with the cross head of the engine, so that the turning motion of
the point C of the lever CE about the point E, such as provided for in the other
arrangement excepting that shown in Fig. 10, is here replaced by a rectilinear

page_text: movement from K to L as shown in Fig. 32. To enable the lever to follow the
movement of the cross-head it is at its upper end vertically adjustable in relation
to the direction of motion of the said cross-head, being suitably retained in the
required position by a guide rod F E. The rest of the mechanism is much the
same as that shown in Fig. 23, the small bent levers shown in the diagram Fig. 32
being replaced by eccentrics as illustrated in Figs. 28 to 31. The small letters in
Figure 32 indicate as before the position of the several parts when the bogie is on
a curve. It may further be mentioned that in this arrangement it is possible
without the employment of a fixed lever, to employ the connecting rods for
operating the main axles of the engine direct from the cross-heads as shown in
Figs. 28 to 31. The pistons or coupling rods described in my former Specification
and the rods M N of the other arrangements herein before described are here
replaced by other rods M N which connect the front cross-heads with the rear ones.
The swinging motion of each of the levers CE of the other arrangements about the
point E as a centre may be replaced by rectilinear movements, even if the lower
ends C of the levers CE be guided by the cross-head. For the operation of the
shafts or axles carried by and adjustable in the main frame of the engine, one cross-
head only on each side of the engine is necessary, this cross-head by its extension
serving also to operate the second cross-head for actuating the lever C E.
Fig. 33 shows a frame suitable for carrying and adjusting a swinging lever C E.
This frame is connected by its central pivot to the framing of the engine and is
provided with a pin E to serve as the fulcrum of the operating lever C E, and with
a pin G to which one end of the guide rod G H hereinbefore referred to, is
connected.
Having now particularly described and ascertained the nature of the said inven-
tion and in what manner the same is to be performed I declare that what I
claim is :-
1. In a locomotive constructed with a bogie or bogies the combination with the
levers C'E' mounted on fixed pivots or axles E' between the cylinders and driving
rods, of the levers CE from which the bogie axle or axles are driven and each of which
are suspended from an adjustable pivot or axle E the necessary adjustment of which
is determined by movement of the bogie levers independently of the movement of
the driving mechanism employed for driving the fixed or main axles of the
locomotive and the axles of the bogie or bogies substantially as herein described.
2. In a locomotive engine constructed with a bogie or bogies, single-armed
levers CE, a double-armed lever E G, and levers or eccentrics with connecting
links, the latter levers or eccentrics acting both upon the axles or spindles E and
upon the pivots C of the swinging ends of the levers C E, substantially as
described.
3. In a locomotive engine such as referred to in the preceding claim, the
arrangement of two combined levers with one common valve chest, substantially as
described.
4. In a locomotive engine of the kind herein referred to, suspension of driving
levers or rotary links constructed as herein before described and illustrated in
Fig. 33 of the accompanying drawings for carrying the driving levers C E as set
forth.
5. Driving mechanism for a locomotive having a bogie or bogies constructed
arranged and operating substantially as herein before described with reference to
the several examples illustrated in the drawings.
Dated this 12th day of June 1893.
C. HAGANS,
By L. W., per F. B.