IMPROVEMENTS IN TRACTION ENGINES AND OTHER LOCOMOTIVE . ENGINES DRIVEN BY MEANS OF GEAR WHEELS
Year: 1878

page_text: LETTERS PATENT to David Greig, Gustav Achilles, and Wilfrid James Lineham,
"
all of the Steam Plough Works, Leeds, in the County of York, for the Inven-
tion of IMPROVEMENTS IN TRACTION ENGINES AND OTHER LOCOMOTIVE
. ENGINES DRIVEN BY MEANS OF GEAR WHEELS."
Sealed the 28th February 1879, and dated the 16th September 1878.
PROVISIONAL SPECIFICATION left by the said David Greig, Gustav Achilles,
and Wilfrid James Lineham at the Office of the Commissioners of Patents on
the 16th September 1878.
DAVID GREIG, GUSTAV ACHILLES, and WILFRID JAMES LINEHAM, all of the
Steam Plough Works, Leeds, in the County of York. "IMPROVEMENTS IN TRAC-
TION ENGINES AND OTHER LOCOMOTIVE ENGINES DRIVEN BY MEANS OF GEAR
WHEELS."
This Invention has partly for its object to improve the means of connecting the
driving road wheels of the engine with the spur wheels which drive them. The
object being to allow the body of the engine at all times to play freely up and down
on springs without interfering with the driving of the road wheels. Various ways
of obtaining this object were described in the Specification of a former Patent
granted to David Greig and Gustav Achilles, dated 24th August 1876, No. 3333,
and a way in which the object might be partially attained was described in the
Specification of another previous Patent, granted to David Greig on the 16th March
1868, No. 890.
According to our present Invention we connect two studs on the spur wheel by
links to a square frame through which the axle of the road wheel passes freely, and
we couple this frame by two other links to the road wheel, these latter links being
at right angles to the first-mentioned links; thus the road wheel can be driven
continuously by the road spur wheel, and yet be always free to play up and down
as the springs permit it. Or, in place of this arrangement, the road spur wheel
might be eccentric to the road wheel (the two centres being on a horizontal line),
7

page_text: and four equidistant pins upon the road spur wheel be caused to enter slots in four
links which are jointed to the road wheel and which are at right angles to the
radius on which the pins on the road spur wheel are situated. By this arrangement
one link only would be at work at any one time, and be then in a horizontal position,
so allowing free play for the springs. Or pins on the road wheel might enter slots in
.circular bushes which are free to revolve in corresponding holes in the road spur
wheels, the bushes having fixed on them arms carrying at their extremities pins
which enter holes in a circular ring. This ring, by means of rollers revolving on
studs fixed to the side plate of the engine is caused to revolve around a point below
the centre of the road spur wheel, and at a distance from the centre equal to the
distance between the centre of the bushes and the pins carried by their arms. By
this means the slots in the bushes can constantly be maintained in an upright
position, simply by the rotation of the spur wheel and the engine body to which is
attached the road spur wheel, be left at all times free to slide up and down as the
springs permit it. Three or other number of driving pins are used, in order that
when one of them is near a horizontal line passing through the axle of the road
wheel, and therefore out of position for being driven, another pin may be either
above or below the axle, and in position for being driven. In the same way other
analogous arrangements may be applied for coupling the road wheel with the spur
wheel, and at all times allowing free play for the springs without the road wheels
being driven through a hollow axle, as descrided in the Specification of the Patent
before mentioned, granted to David Greig and Gustav Achilles.
To drive the two spur wheels and so the road wheels, which are one on each side
of the engine, we employ two pinions gearing into the upper part of the spur wheels.
The two pinions are on shafts on a line with one another, and these are driven by
what is known as differential gear, to allow either of the road wheels to travel
faster than the other when passing round curves; each shaft has a bevil wheel upon
it, and these are driven by a small bevil pinion which gears into both of them, the
pinion being carried by a spur wheel revolving loose upon one or other of the shafts,
and being driven at any one of two or more different speeds by gear wheels from
the crank shaft of the engine. The spur wheel bevil pinion, and two bevil wheels
into which the pinion gears, we place inside the tank, which is at the back of the
boiler of the engine; this arrangement enables us to lessen the width of the
engine.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed by
the said David Greig, Gustav Achilles, and Wilfrid James Lineham in the
Great Seal Patent Office on the 15th March 1879.
DAVID GREIG, GUSTAV ACHILLES, and WILFRID JAMES LINEHAM, all of the
Steam Plough Works, Leeds, in the County of York. "IMPROVEMENTS IN TRAC-
TION ENGINES AND OTHER LOCOMOTIVE ENGINES DRIVEN BY MEANS OF GEAR
WHEELS."
This Invention has partly for its object to improve the means of connecting the
driving road wheels of the engine with the spur wheels which drive them. The
object being to allow the body of the engine at all times to play freely up and down
on springs without interfering with the driving of the road wheels.
Various ways of obtaining this object were described in the Specification of a
former Patent granted to David Greig and Gustav Achilles, dated 24th August
1876, No. 3333, and a way in which the object might be partially attained was
described in the Specification of another previous Patent, granted to David Greig
on the 16th March 1868, No. 890.
.
According to our present Invention we connect two studs on the spur wheel by
links to a square frame through which the axle of the road wheel passes freely, and.
we couple this frame by two other links to the road wheel, these latter links being
at right angles to the first-mentioned links; thus the road wheel can be driven
continuously by the road spur wheel, and yet be always free to play up and down
as the springs permit it.
: This construction is illustrated by Figures 1 and 2 of the annexed Drawings.
Figure 1 is a transverse section, and Figure 2 is a side view partly in section.
L, L, are hollow studs fastened by bolts to the side of boiler on which the road
spur wheels S, S, are free to rotate, and through which the axle on which the road.
wheels revolve passes.
The hollow stud acts as a horn block for the axle, which
is free.to slide up and down, allowing for the play of the springs.
t
A, A, are pins which connect the links E, E, with the road spur wheels S, S, and.
through which the motion is transmitted from the road spur wheel to the centre-.
piece F, through pins B.
C, C, are pins which connect the centre-piece F with the links G, G, and through
the pins D, D, with the road wheel and thus the motion is transmitted from the
centre-piece F to the road wheels.
M, M, are bolts to keep the centre-piece in its proper position; they have play so
as not to interfere with the action of the springs.
Or, in place of this arrangement, the road spur wheel might be eccentric to the
road wheel (the two centres being nearly on a horizontal line) and four equidistant
pins upon the road spur wheel be caused to enter slots in four links jointed to the
road wheel, and at right angles to the radius on which the pins on the road spur
wheel are situated. By this arrangement one link only would be at work at any
one time, and be then in or nearly in a horizontal position, so allowing free play for
the springs. This construction is illustrated by Figure 3 of the Drawings.
L is the hollow stud fixed to the side plates of the boiler, with the axle passing
through it eccentrically by a slotted hole so as to admit of play. S is the road spur
wheel mounted on the stud L. X,X, are links connecting the road spur wheel with
the road wheel. The holes for the joint pins at the inner ends of the links are
elongated, from which it results that each link is operative only in the upper or
under quadrant when it is in a position to accomodate itself to the play of the
springs.
Figures 3 and 3b show an arrangement in which the road spur wheels are
mounted on the axle. Figure 3ª is a vertical transverse section of the engine; and
Figure 3b is a transverse section of the axle on the line a, b, in Figure 3*.
The outer ends of the axle on which the road wheels turn are eccentric to the
bearings on the body of the engine in which the axle is held, and in which it is free-

page_text: to turn. A suspending bolt links a transverse spring with the axle, and the ends
of this spring sustain the axle bearings. The connection between the axle and the
suspending bolt is eccentric to the axle bearings. From these arrangements it
results that the spring is free to play by imparting to the axle a rotary motion in
its bearings to and fro through a small arc.
The road spur wheels may be coupled with the road wheels in the ways already
described.
According to another arrangement pins on the road wheel might enter slots in
circular bushes free to revolve in corresponding holes in the road spur wheels, the
bushes having fixed on them arms carrying at their extremities pins which enter
holes in a circular ring. This ring, by means of rollers revolving on studs fixed to
the side plate of the engine, is caused to revolve around a point below the centre of
the road spur wheel, and at a distance from the centre equal to the distance between
the centre of the bushes and the pins carried by their arms. By this means the
slots in the bushes can constantly be maintained in an upright position simply by
the rotation of the spur wheel, the engine body, to which is attached the road spur
wheel, being left at all times free to slide up and down as the springs permit it.
Three or other number of driving pins are used, in order that when one of them is
near a horizontal line passing through the axle of the road wheel, and therefore out
of position for being driven, another pin may be either above or below the axle, and
in position for being driven.
Figures 4 and 5 illustrate this arrangement; Figure 4 is a transverse section, and
Figure 5 a sectional elevation.
The road spur wheel A is driven on a hollow stud B, and imparts motion to the
road wheel C by means of the driving pins a, a, a, which are passed through the
road wheel boss, and inserted into slots b, b, b, in bushes which are free to revolve
in holes in the road spur wheel. To these loose bushes are affixed the links or
levers c, c, c; these levers are next attached to the ring d, which again is made to
revolve about an imaginary centre e, at a distance below the centre of the road
spur wheel equal to the length of the links or levers c, c, c, across their centres. The
aforesaid ring d is kept in position by means of the rollers f, f, which are free to
revolve on studs fixed to the side plate of the engine g. By means of this ring d
and the links or levers c, c, c, we are enabled to keep the bushes b, b, b, and conse-
quently the slots, constantly in an upright position, simply by the revolution of the
road spur wheel; and the engine body, upon which is the road spur wheel, is free
to slide up and down by means of the spring or springs in any position of the
wheel.
We use three or more driving pins, in order that when one of the slots gets to
the position x, and is out of driving power the succeeding slot may come into either
of the positions y, y, and thus take its place, to be succeeded again by the next in
order.
To prevent too much wear on the driving pins we provide that we may enclose
them in removeable dies, as shown in Figure 6.
In the Drawing we show the road wheel to run loose on the axle, and have a
spur wheel on each side of the engine, for the respective road wheels, but it is
obvious that by keying or otherwise fixing the road wheels on the axle we may
drive both wheels by one spur wheel only fixed on one side of the engine.
We can use either a transverse spring as shewn, or two longitudinal springs with
slide blocks, as in the ordinary locomotive pattern.
To drive the two spur wheels and so the road wheels, which are one on each side
of the engine, we employ two pinions gearing into the upper part of the spur wheels.
The two pinions are on shafts on a line with one another, and these are driven by
what is known as differential gear, to allow either of the road wheels to travel
faster than the other when passing round curves. Each shaft has a bevil wheel
upon it, and these are driven by a small bevil pinion which gears into both of them,
the pinion being carried by a spur wheel revolving loose upon one or other of the
shafts, and being driven at any one of two or more different speeds by gear wheels

page_text: from the crank shaft of the engine. The spur wheel bevil pinion, and two bevil
wheels into which the pinion gears, we place inside the so-called "tank," which is
at the back of the boiler of the engine; this arrangement enables us to lessen the
width of the engine.
The arrangement is seen in Figure 1, and also in Figure 7, which is an outline
side elevation.
P, P, are the pinions in gear with the road spur wheels S, S; one of them is on a
hollow axis, through which the axis of the other passes. N, N, are bevilled wheels
on these axes. O is the bevilled pinion connecting the wheels N, N; and R is the
spur wheel carrying the pinion O.
The parts N, O, and R are contained in the so-called tank behind the fire-box,
and between the projecting horn or side plates thereof. This differential gear being
arranged on one side of the tank, leaving sufficient room for the engine driver in
attendance on the engine.
Having thus described the nature of our said Invention, and the manner of
performing the same, we would have it understood that we claim,-
First. The method of connecting the road wheel with the road spur wheel by
means of links E and G and centre-pieces F, so that motion is transmitted to the
road wheels without interfering with the play of the springs on which the body of
the engine is carried, substantially as described in respect to Figures 1 and 2.
Second. The method of connecting the road wheel with road spur wheel eccentric
to it, by links which are operative only when in position to permit the play of the
springs, substantially as described in respect to Figure 3.
Third. The arrangement as described in respect to Figures 3a and 3b.
Fourth. The method of connecting the road wheel with the road spur wheel
by pins or locking parts able in all positions of the wheels to play along guides
which are so controlled as to maintain a vertical direction, substantially as described
in respect to Figures 4, 5, and 6.
Fifth: The arrangement of the differential gear as shown in Figures 1 and 7.
In witness whereof, I, the said Gustav Achilles, have hereunto set my hand
and seal, this Eleventh day of March, in the year of our Lord One
thousand eight hundred and seventy-nine.
ATTTTT HA
G. ACHILLES. (L.S.)