IMPROVEMENTS IN LOCOMO- TIUD ANGINDO
Year: 1864

page_text: LETTERS PATENT to Edward Slaughter; of Clifton, in the County of
Somerset, and Ferdinand Louis Felix Caillet, of No. 7, Avenue d'Antin,
in Paris, Civil Engineer, for the Invention of "IMPROVEMENTS IN LOCOMO-
TIUD ANGINDO"
PROVISIONAL SPECIFICATION left by the said Edward Slaughter and
Ferdinand Louis Felix Caillet at the Office of the Commissioners of
Patents, with their Petition, on the 17th September 1864.
We, EDWARD SLAUGHTER, of Clifton, in the County of Somerset, and
FERDINAND LOUIS FELIX CAILLET, of No. 7, Avenue d'Antin, in Paris, Civil
Engineer, do hereby declare the nature of the Invention for "IMPROVEMENTS
IN LOCOMOTIVE ENGINES," to be as follows:-
This Invention has for its object improvements in locomotive engines.
Heretofore for the most. part the axles of locomotive engines have been.
confined transversely to their rigid side framing, although various systems have
been invented to facilitate their freer passage round-curves of small, radius, by
permitting a transverse movement of their wheels and axles, but none of these
systems has been applicable to locomotives having their wheels and axles
coupled by coupling rods to the driving axle, because the axles have not in these
systems been kept parallel the one to the other. We have devised an appara-
tus by means of which all the wheels and axles (other than the driving wheels
and axles), whether independent or coupled, may within convenient limits freely
[Price S.1

page_text: adapt themselves to the curvature of curves of small radius without losing
their parallelism to the driving axle, so that the coupling rods are able to follow
the curvature represented at any given moment. by the position of the wheels
and axles in passing through curves. On the return of the locomotive to a
straight line of railway all the wheels and axles with their coupling rods (in
the case of coupled engines) are immediately and without shock restored to
their normal or central position. For this purpose we arrange the axle boxes
of locomotives so that they can slide in their guides not only vertically as
heretofore, but also laterally a short distance either way, and we employ springs
which tend to keep the axle boxes midway between the limits of their lateral
travel, and the wheels ranging correctly for running over a straight road.
When the engine arrives at a curve the pressure of the rails on the wheel
flanges overcomes the springs. and the wheels with their axle and axle box
move sideways and adjust themselves to the curve. The springs are adjustable
so that on the one hand they may yield with suflicient freedom, and on the other
may prevent blows or any violent and improper lateral oscillation.
Although in carrying out this Invention the arrangements may be varied;
we prefer when the engine is made with the carrying springs over the axle to
pass the spring pin or column which supports the centre of the carrying spring
from the axle box through guides on the side frame, and at its lower end to fit
it into a shoe resting on the axle box, but not interfering with its lateral move-
ment, the shoe then sliding on the top of the axle box. The two spring pins, onc
on each side of the engine, we arrange to carry between them a horizontal rod or
bar, on which two springs, each composed of a suitable number of steel plates, are
fixed. The ends of the rod or bar enter eyes near the lower ends of the spring
pins, and the springs on the rod or bar press upon sliding pieces mounted
thereon, and tend to press them outwards or off the ends of the rod or bar,
and against the spring pins on the two opposite sides, but the play of the springs
is limited by nuts, so that the outer ends of the sliding pieces cannot separate
further than the proper distance between the spring pins. On each of the
sliding pieces is a projection or lug which rests against the axle box when this
is in a central position, and when either of the axle boxes moves sideways and
inwards, in consequence of the pressure of the rail on the flange of the wheel
in going round a curve it moves the sliding piece along the rod and compresses
the spring. The pressure is equalized between the two springs by the sliding
of the rod or bar to which the springs are fixed in the eyes in the spring pins
which hold it. the point of resistance being the abutment of the onter end of the
further sliding piece on its spring pin. It will be seen that the reaction of the
springs will return the axle boxes and wheels as soon as the curvo is passed.

page_text: The strength of the springs and the initial tension to which they are set is
regulated according to the weight on the wheels and the speed at which the
engine is intended to run. When the arrangement of the engine is such that
the carrying springs are under the axle, the carrying springs are by preference
connected with the axle box by links jointed at each end so as to allow of the
sideway travel of the axle without displacing the carrying springs. The
horizontal rod or bar on which the traversing springs are fixed may either
be arranged over or under the axle as is most convenient. and in place
of entering at its ends into eyes in the spring pins as before. it enters re-
cesses formed for it in the axle boxes, and the sliding pieces on this bar or rod.
in place of bearing at their extremities on the spring pins, bear on the guides
in which the axle boxes slide, being forked or suitably formed for the purpose.
In some cases, in place of allowing the axle boxes to move laterally, the axles
are made so as to be able to slide through the boxes, and a collar is applied
to the axle in between the iwo boxes, and springs applied on each. side, of this
collar tend constantly to press the collar and axle to a central position.
SPECIFICATION in pursuance of the conditions of the Letters Patent. filed
by the said Edward Slaughter and Ferdinand Louis Felix Caillet in the
Great Seal Patent Office on the 16th March 1865.
TO ALL TO WHOM THESE PRESENTS SHALL COME, we, EDWARD
SLAUGHTER, of Clifton, in the County of Somerset, and FERDINAND LOUIS FELIX
CAILLET, of No. 7, Avenue d'Antin. in Paris, Civil Engineer, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her Letters
Patent, bearing date the Seventeenth day of September, in the year of our Lord
One, thousand eight hundred and sixty-four, in the twenty-eighth year of
Her reign, did. for Herself, Her heirs and successors. give and grant. unto
us, the said Edward Slaughter and Ferdinand Louis Felix Caillet, Her special
licence that we, the said Edward Slaughter and Ferdinand Louis Felix Caillet,
our executors, administrators, and assigns, or such others as we, the said
Edward Slaughter and Ferdinand Louis Felix Caillet, our executors, adminis-
trators, and assigns, should at any time agree with, and no others, froni
time to time and at all times thereafter during the term therein expressed,
should and lawfully might make, use, exercise, and vend, within the United
Kingdom of Great Britain and Ireland; the Channel Islands, and Isle of
Man, an Invention for "IMPROVEMENTS IN LOCOMOTIVE ENGINES;" upon the
condition (amongst others), that we, the said Edward Slaughter and

page_text: Ferdinand Louis Felix Caillet, our executors or administrators, by an
instrument in writing under our or their hands and seals, or under the
hand and seal of one of us, or them, should particularly describe and ascer-
tain the nature of the said Invention. and in what manner the same was to
be performed, and cause the same to be filed in the Great Seal Patent
Office within six calendar months next and immediately after the date of
the said Letters Patent.
NOW KNOW YE, that I, the said Edward Slaughter, on behalf of myself
and the said Ferdinand Louis Felix Caillet. do hereby declare the nature of
the said Invention, and in what manner the same is to be performed; to
be particularly described and ascertained in and by the following statement
thereof, that is to say:-
This Invention has for its object improvements in locomotive engines.
Heretofore for the most part the axles of locomotive engines have. been con-
fined transversely to their rigid side framing, although various systems have
been invented to facilitate their freer passage round curves of small radius by
permitting a transverse movement of their wheels and axles, but none of these
systems have been applicable to locomotives having their wheels and axles
coupled by coupling rods to the driving, axle, because the axles. have not in
these systems been kept parallel the one to the other. We have devised an
apparatus by means of which all the wheels and axles (other than the driving
wheels and axles), whether independent or coupled, may within convenient
limits freely adapt themselves, to the curvature of curves of small radius without.
losing their parallelism to the driving axle, so that the coupling rods are able
to follow the curvature represented at any given moment by the position of the
wheels and axles in passing through curves. On the return of the locomotive
to a straight line of railway all the wheels and axles with their coupling rods
(in the case of coupled engines) are immediately and without shock restored
to their normal or central position. For this purpose we arrange the axle boxes
of locomotives so that they can slide in their guides not only vertically as here-
tofore, but also laterally a short distance either way, and we employ springs
which tend to keep the axle boxes midway between the limits of their lateral
travel, and the wheels ranging correctly for running over a straight road.
When the engine arrives at a curve the pressure of the rails on the wheel
flanges overcomes the springs, and the wheels with their axle and axle box
move sideways and adjust themselves to the curve. The springs are adjustable
so that on the one hand they may yield with suflicient freedom, and on the
other may prevent blows or any violent and improper lateral oscillation.
Although in carrying out this Invention the arrangements may be varied,

page_text: we prefer in carrying out the first part of our Invention, which relates to engines
made with the. carrying springs over the axle, to pass the spring pin or column
which supports the centre of the carrying spring from the axle box through
guides on the side frame, and at its lower end to fit it into a shoe resting on
the axle box, but not interfering with its lateral movement, the shoe then
sliding on the top of the axle box. The two spring pins, one on each side of
the engine, we arrange to carry between them a horizontal bar, on which two
springs, each composed of a suitable number of steel plates, are fixed. The
ends of the rod or bar enter eyes near the lower ends of the spring pins, and
the springs on the rod or bar press upon sliding pieces mounted thereon, and
tend to press them outwards or off the ends of the rod or bar, and against the
spring pins on the two opposite sides. On each of the sliding pieces is a pro-
jection or lug which resis against the axle box when this is in a central
position, and when either of the axle boxes moves sideways and inwards in
consequence of the pressure of the rail on the flange of the wheel in going
round a curve, it moves the sliding piece along the rod and compresses the
spring. The pressure is equalized between the two springs by the sliding of
the rod or bar to which the springs are fixed in the eyes in the spring pins
which hold it, the point of resistance being the abutment of the outer end of
the further sliding piece on its spring pin. It will be seen that the reaction of
the springs will return the axle boxes and wheels as soon as the curve is passed.
The strength of the springs and the initial tension to which they are set is
regulated according to the weight on the wheels and the speed at which the
engine is intended to run.
In carrying out the second part of our Invention; which relates to when the
arrangement the engine is such that the carrying springs are under the axle,
The carrying springs are by preference connected with the axle box by links
jointed at each end so as to allow of the sideway travel of the axle without
displacing the carrying springs. The horizontal rod or bar on which the
traversing springs are fixed may either be arranged over or under the axle as
is most convenient, and in place of entering at its ends into eyes in the spring.
pins as before, it enters recesses formed for it in the axle boxes, and the sliding
pieces on this bar or rod, in place of bearing at their extremities on the spring
pins, bear on the guides in which the axle boxes slide. being forked or suitably
formed for the purpose. In some cases, in place of allowing the axle boxes 10
move laterally, we, according to the third part of our Invention, arrange the
axles so as to be able to slide through the boxes, whilst a collar is applied to
the axle in between the two boxes; springs applied on each side of this collar
tend constantly to press the collar and axle to a central position.

page_text: And in order that our said Invention may be more fully understood we
will proceed more fully to describe the manner of performing the same.
DESCRIPTION OF THE DRAWINGS.
Figure 1 is a longitudinal section. Figure 2 a transverse section, and Figure
3 a plan of parts of an engine constructed according to the first part of our
Invention. The lower end of the spring pin C of the suspension spring is
rounded, and rests upon a steel sliding piece or shoe D. under which the axle
box is capable of sliding in the direction of the axle: for this purpose there is
play allowed between the cars of the axle box and the guides, as shown at
i, i. i. Figure 3; this play is ordinarily about an inch, but may be varied
according to the curves upon which the engine may have to run. Upon each
axle box are forged two cars or lugs M. upon which two arms of a cross piece
E abut the result of this arrangement is to transmit to the cross piece E the
pressure of the axle box B, when the axle box is caused to move towards the
centre of the engine. The ends of the reaction or "translation" springs press
upon the arms of the cross piece E. The straps of the two translation springs
applied to one axle are fixed together by means of a rod G, to which they are
fixed by bolis my m. A tension of about 4000 lbs. is given to the reaction
or translation springs, which is considered sufficient, in order that they may not
give way under the force exerted by the shocks which are produced when the
engine is running upon a straight line of way, and for this purpose the straps of
the translation springs H are provided with rods or pins H. G, which pass through
the cross piece or abutment E, and in a space formed for this, purpose in the
cross piece is a screw, which facilitates regulation of the tension of each spring.
by fixing this screw by means of a pin the tension of the springs is maintained
invariable. The tension given to the springs will however be varied, according
to the weight of the engine and the speed at which it runs. The end of the
rod or pin H, C, takes into the spring pin C of the suspension springs, and there
is a space at the end of the hole n on each side of the guides equal at least to
half of the play i of the axle box, in order that the end n may not strike
against the cast plate along which the spring pin slides.
By these arrangements the entire apparatus of translation is supported by
the two ends n at an invariable distance from the centre of the axle A. what-
ever may be the oscillation of the engine and the transverse displacement of
the axle. It will therefore be seen that if, in consequence of the engine
entering upon a curve, there is produced upon the flange K a force greater
than the tension of the reaction or translation springs F, the axle and its axle
box will slide in the guard plate, and by the cars M pressing upon the cross

page_text: piece E, the reaction or translation spring F will be compressed, and will
compress in its turn by means of the rod G. G', the opposite spring F. When
the engine leaves the curve the excess of tension communicated to the
springs F, F, not being counterbalanced by an equal pressure of the rail upon
the flange K, these two springs will return to their normal position, and by
means of the cross piece E pressing upon the ears Al, the axle box and the axle
will be brought back to their central position.
.
It. will be seen that in consequence of the displacement of the axle A
necessitating a pressure upon the flange K of more than about 4000 lbs., that
axle which is governed by the initial tension of the springs F; F. will not be
subject to undue oscillations, and will therefore run under the best conditions
for wear. Figure 3* shows a slight modification, in which the cross piece E
carries two cars or projections M. which come in contact with the axle box.
Figures 4, 5, and 6 show a modification of the foregoing arrangement. E is
a cross bar of the framing to which the translation apparatus is fixed. At the
point where it is united with the side framing is formed an opening, through
which passes the spring pin C of the suspension spring: this spring pin is
rounded at its lower end and rests upon a connecting rod or pillar arranged to
receive it, and which itself also rests in the same manner upon the axle box B:
this connecting rod or pillar is traversed by a bolt a; which receives the heads
of the two connecting rods or links G, and acts upon one of the reaction or
translation springs, to the strap of which a bolt H. similar to the preceding one,
unites them: the hole formed in the straps of the springs F, F', for the passage
of the bolts H, H', is formed oval in such manner as to give to these bolts a
play equal to that which exists at i for the displacement of the axle boxes in
their guides. The two translation springs F, F', are, as in the previous arrange-
ment, mounted with an initial tension of about 4000 lbs. between the parts b, b,
of the cross piece E, and are there supported by a cross bar b, c, b. If, con-
sequently, a pressure is exerted upon the flange K greater than the tension of
the springs, the connecting rods or pillars D of the spring will be inclined, and
the pressure transmitted to the springs F, F, by the intervention of two
connecting rods or links G, G. The springs F, F'. are compressed and as
the bolt H has play in the eye of the spring strap, the connecting rods or links
G, G, and the axle box B' are capable of movement.
Figure 7 is a longitudinal section, Figure 8 a transverse section, and Figure
9 a plan, partly in section, of a slight modification of the arrangement shewn at
Figures 4, 5, and 6; similar parts are marked with similar letters of reference
to those employed in those Figures. It will be seen by reference to the
Drawing that instead of the spring pins C, C, resting in sockets formed in the

page_text: upper ends of vibrating connecting rods D, D', the lower ends of which are
rounded and rest in the axle box, the spring pins C, C', are connected to the
vibrating connecting rods D, D', by pin joints, and these connecting rods D, D',
are double, but are united at their lower ends where they are rounded, and as
in Figures 4, 5, and 6 rest upon the axle boxes. Figure 10 is a plan of the
cross bar E. employed in this arrangement; Figure 11 is a longitudinal
section, Figures 12 and 13 are transverse sections, and Figures 14 and 15 are
plans of parts of a locomotive engine arranged according to the second part of
our Invention, where the suspension springs are below the axle. Figures II,
12, and 14 shew the arrangement adopted where there is sufficient space to
place the translation" apparatus above the axle, and Figures 13 and 15 shew
the arrangement adopted where it is necessary to place it below.
The sus
pension spring is connected with the axle box by means of two connecting rods
E, which are jointed at one end to a bolt D and at the other to two journals
a, a, formed in one piece with the pin C. this pin is jointed to the strap of the
spring by means of a bolt H. The rod or spring pin-C fits a hole F made in
the ends of the cross bar K, which are enlarged for the purpose; it is capable
of sliding in this hole, which acts as a guide for it, as also to prevent the spring
becoming inclined by the transverse movement of the axle boxes. The
arrangement of the translation spring is similar to the foregoing arrangements.
The straps of these two springs are connected together by three bolts m, m, m.
Contact between the piece E* and the axle box takes place along the portions
M of this piece E, and the fixed point of support of this piece E is taken
against the axle box guides by means of two projections b. which form the ends
of the paris M. It will be seen that there is play allowed at the bottom of
the hole in which the rod T slides, as has already been described with reference
to the first arrangement; it will be sufficient if this play be equal to half of the
play of the axle box, but it is better to make it a little greater.
Figure 16 is a longitudinal section, and Figure 17 is a sectional plan of a
modification of the arrangements shewn at Figures 11. 12, 13, 14, and 15.
This arrangement is especially applicable to engines having both inside and
outside framings, in which case the intervention of the wheels prevents access
to the axle boxes. In this case the reaction springs.az arc of a spiral form,
and are supported between collars bon rods b, carried by the inside framing;
these springs a act upon lugs or projections c, formed on the bearing carrying
the brasses in which the central journal of the axle c works, to return the
axle to its central position when entering upon a straight line of way after it has
been caused to traverse in either direction by the pressure produced on the
flange of one of the wheels when running upon a curved portion of the line.

page_text: Figure 18 is a longitudinal section, Figure 19 is a transverse section, and
Figure 20 a plan of parts of a locomotive engine arranged according to the
third part of our Invention, which consists in making the axle moveable in the
axle box, leaving a certain amount of play between the brasses and the collars
of the axles: The side framings are connected together by two cross bars T, T'.
the ends of which are turned at right angles, and are bolted to the tie bars which
unite the horns of the side framing. These cross bars give the necessary point
of support in the following manner: The axle is clipped in its centre by two
jaws A'. A', carried by a piece A, A, supported by the cross bars T. T, upon
which they can slide, but which cannot take a motion perpendicular to tlic
direction of the cross bars in consequence of its being retained by two flanges
against the interior edges of these cross bars, as also by the four ends of the
two bolts B, B', which traverse freely the piece C bolted upon the cross bars
T, T. The arrangement of the reaction or translation springs is analogous to
the foregoing. The points of thrust of their ends are taken upon an iron
piece D, D; which is in contact with the fixed pieces C. C; their initial tension
is obtained by means of lock nuts a acting upon the screwed rod, which is
formed in one piece with the strap of the spring. When the engine passes on
to a curve, the pressure exerted at K upon the flange of the right-hand wheel
(Figure 19), for example, forces the axle to move from the right to the left
hand. The piece A following the motion of the axle compresses the spring F.
placed at its left; the springs F and F are supported in position by the
pieces D pressing against C. The piece A carries with it in its motion the
bolts B. B. thereby compressing the spring F, as its strap is held in position
by the screws a, and its bearing piece D, which is moved by means of the
bolts B, B, is separated from the fixed piece C. When the engine leaves the
curve, the pressure at K being removed, the springs F and F recover their
original position, and bring back with them the piece A, and with it the axle
to its normal position. The effect of the initial tension given to the springs F
and F is, as in the other arrangements, to hold the axle in a central position,
and to prevent its displacement by the action of small shocks, such as are pro-
duced when the engine is running upon a straight portion of the line of way.
Having thus described the nature of our Invention, and the manner of
carrying the same into effect, we would have it understood that we do not con-
fine ourselves to the precise details herein shewn and described; but what we
do claim is,
First, the combined arrangements, for the purpose described, of apparatus
applied to the axles of locomotives other than the driving axles, as also to the

page_text: axles of railway carriages, substantially as herein shewn and described in
reference to Figures 1, 2, 3, 3, 4, 5, 6, 7, 8. 9, and 10.
Secondly, we claim the combined arrangements, for the purpose described.
of apparatus applied to the axles of locomotives and railway carriages.
substantially as herein shewn and described in reference to Figures 11, 12.
13, 14, 15, 16, and 17.
And, thirdly, we claim the combined arrangement, for the purpose described,
of apparatus applied to the axles of locomotives and railway carriages, sub-
stantially as herein shewn and described in reference to Figures 18, 19,
and 20.
In witness whereof, I, the said Edward Slaughter, have hereunto set my
hand and seal, this Fifteenth day of March, One thousand eight hun-
dred and sixty-five.
EDWARD SLAUGHTER. (L.S.)