Year: 1889

page_text: We, JOHN HENRY ROBERTS, of No. 1600 Front Street, in the City of Sacramento,
county of Sacramento, and State of California, one of the United States of America,
Capitalist, and RILEY ROBISON DOAN, of same Street and number, city, county, and
State, 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:-
Our invention relates to improvements in that class of machines known as
road-engines; and it consists of a pair of engines mounted upon a frame, and
connected with a crank-shaft which is journaled upon said frame; a single bearing-
wheel so connected with the rigid crank-shaft as to be driven therefrom, while at
the same time it may be turned from side to side in a horizontal plane for the
purpose of steering the machine; and in connection therewith of a second. crank-
shaft journaled upon the frame parallel with the first one, and having a pair of
driving-wheels connected with it, the cranks of said shaft being connected with the
first shaft by side rods, so as to be moved simultaneously therewith.
It further consists in certain details of construction, all of which will be more
fully explained by reference to the accompanying drawings, in which
Figure 1 is a side elevation of our engine.
Figure 2 is a plan view of the engine-frame, showing the front and rear
driving-axles, bearing-wheels, and a portion of the machinery.
Figure 3 is a vertical section taken through the front wheel in the plane of the
longitudinal axis of the shaft.
Fig. 4 is a horizontal section of the same.
Fig. 5 is an end view of the hub of the front wheel, showing the dust-protector:
Fig. 6 is a view of one of the keys.
Fig. 7 is a perspective view of one of the hub guide-boxes.
Fig. 8 is a perspective view of the hub-guides removed from the end of the hub. “
Fig. 9 is a vertical section of the front wheel transverse to the shaft, to show the
ball, its.keys, and the slots in the hub into which they fit.

page_text: Fig. 10 is a view of the ratchet-mechanism of the rear wheel, looking outward.
Figure 11 is a vertical section of the rear wheel-hub, showing a part of the
crank, the manner of fitting the wheel-hub upon the axle and boss of the crank, and
the attachment of the ratchet-wheel to the same.
Figure 12 is a view of a section of the ratchet-wheel and its attachment to the
rear wheel spokes.
Fig. 13 is a view of a front axle outer journal box.
In our invention, we construct an engine-frame A, having journaled across its
front and rear ends the parallel bearing and driving-shafts B, and C, turning in
boxes upon the frame which maintains them at all times rigidly parallel, but which
may be relieved in the direction of the vertical oscillation by means of springs in
any suitable manner, which will be more fully explained hereafter.
Upon the rear axle are fitted the bearing wheels D, which turn loosely upon the
shaft so as to accommodate themselves to such turns as the machine may make; and
in connection with these wheels we employ a pawl and ratchet mechanism through
which the power of the engines may be applied to drive them, while the pawl and
ratchet mechanism allows the wheels an independent movement when travelling
upon curves.
The front axle has a wheel E, connected with it at its center by peculiar mechanism,
hereafter described, which allows this wheel to turn from side to side in a horizontal
plane for the purpose of guiding the machine, while, at the same time, power from
the engines may be applied to it through its crank-shaft, so that at whatever angle
may turn with relation to its shaft, its tractile power may be continuously applied
in unison with the rear wheels to drive the machinery.
it
Upon the engine-frame A, is fixed the boiler F, and upon each side are fixed the
engine cylinders G, which, in the present case, are for convenience shown as standing
at an inclination, and above and in front of the rear wheels D.
The connecting rod or pitman H, has one end connected with the slide to which the
piston-rod of the cylinder is connected, and the opposite end of the pitman connects
with the crank I, one of which is fixed upon each end of the front driving and
bearing-wheel shaft B.
These cranks are fixed to the shafts, in the usual manner, at right angles with each
other, and upon the rear wheel-shaft C, are fixed a similar pair of cranks J, which
are united with the front cranks by means of side connecting rods K, the ends of
which are fitted to the outer ends of the crank-pins with the usual wearing brasses
or boxes, so that the movements of both front and rear axles are made in unison,
and all the power of the engines is applied directly to both axles and the wheels
which they drive.
The hubs of the rear wheels fit and turn snugly upon the outer ends of the shafts
or axles C. The outer ends of the hubs are counter-bored slightly larger, and the
inner ends or hubs of the cranks J, are turned down as shown at L, so as to fit into
the counter-bores in the rear wheel-hubs, thus allowing the cranks to be fitted closely
against the hubs to reduce the width of the machine as much as possible and also
to keep out the dust.
M is a strong ratchet-wheel in the form of a ring, having a stout flange N
projecting inwardly from it, and the inner edge of this flange has semi-circular radial
grooves formed in it, as shown at O, so as to fit and clasp each of the spokes of the
rear wheel D, and the whole of the ratchet-wheel is then secured rigidly by means
of strong staple bolts P, which pass around each of the wheel-spokes and through
the ratchet-wheel rim, so as to secure the latter firmly to the wheel.
The crank-pins Q of the rear cranks J, have their inner ends extended inwardly so
as to project over the ratchet-wheels M, and pawls R are fixed upon these inwardly
projecting crank-pins, so that their points will engage the teeth of the ratchet-wheels
whenever the cranks are being driven, so as to propel the machine forward.
These pawls are held down by means of springs S, which, in the present case, we
have shown as having one end secured to the side of the crank, and the other ben't
over so as to press upon the pawl.

page_text: It will be manifest that when turns are being made, and either of the wheels
travels faster than the other, the pawl and ratchet mechanism will allow it to
move forward, while the propelling power is temporarily applied to the slower
moving wheel.
The journal-boxes of the rear axle are guided vertically between jaws beneath the
engine-frame, and are connected with heavy springs by means of spring-bangers in
the same manner that the rear end of a locomotive-frame is suspended.
The journal-boxes of the front axle have a slight movement also in similar guiding
jaws, and have rubber or other elastic springs, which relieve them somewhat from
the shocks of travel upon the road.
The jaws in which the front journal-boxes are fitted, stand at a slight incline with
the engine-frame, so that the slight movement of the journal-boxes will be made
exactly at right angles with a line drawn centrally through the engine-cylinder and
the center of the shaft B, so that any movement of this box will not alter the
distance of the crank-shaft from the cylinder, or dérange any of the movements of.
the machinery.
In order to apply the power of the engine through the front shaft B to the single
wheel E, and, at the same time, allow this wheel to be turned from side to side, as
must be done in order to steer and control the machine, we form the wheel with a
large hub having a globular socket in its center. and this socket fits a ball or
globe T, which is strongly secured to the center of the shaft B. Around the center
of this globe, at intervals, we fix keys U, which project from the surface of the globe,
and fit into correspondingly-shaped channels V, which are made transversely in the
interior of the socket of the wheel-hub, as shown in sectional figures 3, 4, and 9.
These keys are made of steel two or three inches in length in the direction of the
shaft, and with a width and depth to give sufficient strength so that power applied
through the shaft, the ball, and the keys, will be transmitted to the wheel through
the channels in the interior of the globular socket, in which channels the keys fit
snugly and are allowed to travel from end to end of the channels as the wheel is
turned to a greater or less angle with the shaft.
In the present case, we have shown eight of these keys, each having a shank
or stem W, which fits into a corresponding radial hole bored in the ball, and an
enlarged portion X, which forms the head of each of these keys, fits into a large
counter-sunk opening in the ball, thus giving sufficient strength to prevent any
breakage at this point.
The globular portion of the socket does not entirely surround the ball T, but the
outer ends, through which the shaft B enters the hub, are made flaring or funnel-
shaped, as shown at Y, the angle of the funnels being such that when the wheel is
turned to as great an angle with the shaft as is designed, the shaft will stand
diagonally near to one side of the funnel-shaped opening at one end of the hub, and
near to the opposite side of the other funnel-shaped opening at the opposite
end of the hub.
It will be manifest that when the shaft is in this position, the keys U, upon the
opposite sides of the ball T, will also stand near opposite ends of the channels V,
but the power will be applied to rotate the hub and wheel in the same manner as if
they were in the center.
We prefer to make the channels V, with the ends closed near where the funnel-
shaped opening in the hub commences, as they will thus retain the lubricant which
is used, and prevent its running out.
It will also be manifest that with the funnel-shaped openings in the ends of the
hub, here described, some device will be necessary to prevent the wheel wobbling
about upon the ball and shaft.
This consists of guide-boxes Z, which fit the shaft B, and within which it turns.
These guide-boxes have grooves or channels a, made upon the top and bottom, as
shown in Figure 7, and these grooves are curved in an arc which has the center of
the globe T as its center.
These grooves fit upon guides b, having the same curve and radius.

page_text: :
These guides are formed in disks c, having flanges d, which fit in circular grooves
or channels e, formed in the outer ends of the funnel-shaped hubs, as shown plainly
in Figures 3, and 4.
.This allows the wheel to rotate, while the disks maintain a constant position with
relation to the.guide-boxes, which do not rotate.
The disks c, as shown in Figure 8, are formed with a horizontal opening, extending
from one side to the other, within which the box Z is allowed to travel from one side
to the other, or as far as the turn of the wheel may render, it necessary; and while
from this construction, the wheel may turn to a considerable angle in a plane parallel
with these channels, it will be seen that on account of the flanges d, fitting in the
grooves e, it will be impossible for the wheel to tip either to right or left in
a vertical plane..
These disks may be made in various ways, but we prefer to cast them in one piece,
and then strengthen them with steel or iron bands shrunk upon the outside, as shown
in Figure S.
The grooves or channels e, are formed in the outer ends of the funnel-shaped
hubs Y, and the rings fare bolted or secured upon the outer faces of the hubs,
projecting inwardly a sufficient distance to form the channels within which the
flanges fit and turn.
The hub of the front wheel E, is made in two balves vertically, in order to allow
the socket to he fitted over the exterior of the ball T. These two halves are bolted
together after the ball is in place, and radial sockets g, half of which are formed in
each of the two halves of the hub, serve to. receive the spokes of the wheel, which
are bolted or secured into these sockets, and extend radially to the wheel-rim, where
they fit into similar sockets, which are bolted to the interior of the rim.
The wheel-rims are made of steel, having a broad tread; and in order to protect
them from the action of rocks and rough roads, wo fit over them supplemental tires i,
which are made in sections, and may have their meeting-ends beveled, so as to
Slightly overlap, because the constant shocks and blows of travel on the road will
gradually stretch out and lengthen these sections, and at intervals they must be cut
and re-riveted. The sections allow of this slight stretching, without permitting the
tire to become loose upon the rim.
.
In order to protect the open ends of the funnel-shaped hubs from the dust and
dirt, we employ gates or doors j.
These doors slide in grooves or channels, and fit closely against the outer edges of
the flanges, which project horizontally from the disks c, above and below the
horizontal openings in which the hub guide-boxes Z travel. These doors are made
in two halves, which abut in the center, fitting and bolted to brass channeled
segments, which segments exactly fit the shaft, B.
'
Exterior to the doors j, grooves 1 are formed in the segments, and latches mare
curved so as to fit into these grooves or channels. At one end these latches are
pivoted to one of the segments k, so that they may be opened when necessary, and
the curved doors may be slid outward each way from the shaft,, thus exposing the
interior of the hub for inspection.
J
When the doors are slid together so as to close about the shaft B, the latches m
are closed so as to lie in the grooves or channels of the segments, and by means of
the link n, which is pivoted to the end of one of the latches m, the two may be drawn
together and clamped, so as to hold the latter together, the free end of the link n
fitting over the curved or hook-shaped end of one of the latches m, as shown in
Figure 5.
By this construction it will be seen, as shown in Figure 4, that the wheel E, may
be turned. to whatever angle is necessary. when steering the machine, and the
doors j, clasping the shaft B just outside of the box Z, will allow the hub to move
to either side, the doors sliding backward or forward upon it to accommodate
themselves to its movements.
In order to guide the wheel E, and turn it. from side to side, arms o, which are
made of angle-iron, are bolted to the disk c,above and below the horizontal

page_text: openings, and these arms extend rearwardly and are bolted to a plate p, behind the.
rin of the wheel E, this curved plate or segment having its radius from the center
of the globe T, which is the center of motion about which the steering, as well as
the rotation of the wheel is accomplished.
To the rear of the segment p, is fixed a curved rack q, which is engaged by the
teeth of the pinion r, secured to a vertical shaft s, which extends up through the
platform or deck t, upon which the engineer sits, and by means of a hand-wheel u,
upon the upper end of this shaft, or upon a second shaft having intermediate
gearing between it and the shaft s, the engineer turns it, causing the rack
travel from one side to the other, carrying with it the wheel E to any desired angle.
The segment p, and rack q travel in a horizontally-curved guide, which keeps
them in position vertically, while allowing them to move in the arc of a circle from
one side to the other.
to
In the present case, we have shown a horizontal tubular locomotive boiler, and at
the rear end is a platform and cab for the fireman, while the engineer sits upon
the deck or platform t, having the throttle and reverse levers closely at hand, and
the steering-wheel u in front, so that he can guide the engine wherever it may
be desired.
Great difficulty has been experienced in driving these engines upon rough
mountain roads, on account of the crystalization and breaking of certain parts from
the constant shocks to which they are exposed. The side connecting rods K, have
been subject to this difficulty, and we, therefore, make them of four angle-iron bars,
which abut together in the center, the flanges projecting upward, downward, and to
right and left horizontally, as shown in section, Figure 11. These bars are bolted
together, and the ends are filled in with metal which is welded up so as to make
them solid, and the stub-ends for the journal-boxes and straps are welded into these
solid ends, thus forming a rigid and powerful side-bar.
These bars may further bo stiffened by truss-rods extending from end to end and
over projections or standards at the middle of the bars ¹, in the usual manner
for such trusses.
By this construction, we are enabled to apply the power of the engines directly to
two parallel driving-shafts, which power is constantly transmitted to the rear and the
front wheels, while the latter may be turned from side to side for the purpose of
guiding the machine without losing any of its tractile force.
Having now particularly described and ascertained the nature of our said inven-
tion, and in what manner the same is to be performed, we declare that what we
claim is,
1. A road-locomotive, consisting of a frame having rotary parallel axles, engine-
cranks, and connecting rods uniting the axles, whereby they may be driven in unison
and remain parallel, a wheel on each end of one axle, a single wheel pivotally-
connected with the other axle, whereby it may be turned from side to side to guide
the machine, and a power-connection between said single wheel and its axle, whereby
the wheel is driven by the axle without regard to its angle with said axle,
substantially as herein described.
2. A road-locomotive, consisting of a frame with parallel shafts or axles journaled
thereto, cranks and connecting rods by which said axles receive power from the
engine and are united to move in unison, wheels mounted upon said axles so as to
be propelled by them, and a mechanism whereby the steering-wheel may be turned
from side to side upon one of the axles so as to guide the machine while receiving
motion from the axle, whose plane of rotation is unchanged, substantially as
described.
3. The parallel rear and forward driving-shafts, journaled in boxes upon the
engine-frame, with driving rods from the engine, the forward wheel having a ball
fixed to its center with projecting keys, as shown, and the spherically-socketed hub
with transverse channels fitting the ball and the keys, the horizontal traveling
guiding-boxes and guides in the outer ends of the funnel-shaped hub of the wheel,

page_text: with the horizontal sliding doors j, whereby the openings at the ends of the hubs are
kept closed, and clasps or latches, therefor, as described,
4. In a traction-engine, the parallel crank-shafts journaled upon the engine-frame,
and receiving power through the cranks from an engine carried upon said frame,
wheels; fitting the outer ends of the rear crank-shaft, and connected therewith by
pawl and ratchet mechanism, a. front wheel, the hub of which forms a globular socket
fitting, a corresponding ball secured to the front shaft, keys projecting from the
periphery of said ball and entering transverse slots in the hub, through which power
is transmitted, to drive said wheel, and disks fitting in circular grooves in the outer
ends of the hub. with horizontal openings from side to side, having boxes through
which the shaft passes, said boxes travelling from side to side on guides within the
horizontal openings of the disks, and a steering-mechanism connected with the front
wheel, by which it is turned and controlled, as described.
5.The side and connecting rods, composed of angle-iron bars riveted together
with the interior angles upon a common axial line, the fitting pieces, and the stub-ends
welded,thereto, substantially as herein described.
the love of February 1889