IMPROVEMENTS IN LOCOMOTIVE-ENGINES
Year: 1880

page_text: LETTERS PATENT to William Robert Lake, of the Firm of Haseltine, Lake,
& Co., Patent Agents, Southampton Buildings, London, for an Invention of
"IMPROVEMENTS IN LOCOMOTIVE-ENGINES." A communication from abroad
by Eugene Fontaine, of Detroit, Michigan, United States of America,
Gentleman.
PROVISIONAL SPECIFICATION left by the said William Robert Lake at the
Office of the Commissioners of Patents on the 29th June 1880.
"
WILLIAM ROBERT LAKE, of the Firm of Haseltine, Lake, & Co., Patent Agents,
Southampton Buildings, London. "IMPROVEMENTS IN LOCOMOTIVE-ENGINES.
[A communication from abroad by Eugene Fontaine, of Detroit, Michigan, United
States of America, Gentleman.]
This Invention relates to improvements in locomotive engines or steam carriages,
whereby the running speed may be materially increased without increasing the
number of movemonts of the pistons.
It is found in practice that to increase the capability for speed of locomotives as
ordinarily constructed there must be an enlargement of the driving wheels, or a pro
rutu increase in the number of the movements of the pistons. To enlarge the driving
wheels has been found partially impracticable, because by so doing the weight of
the locomotive was so increased as to cause such a swaying or gauge motion that
except on a straight road the locomotive is liable to leave the rails; and it has also
been found impracticable to materially increase the number of movements of the
piston except at a large expenditure of fuel, and a possible straining of the boiler
to carry steam at such a pressure as to overcome the "back-lash," or expansion of
steam in the cylinders, which steam cannot escape with sufficient rapidity through
the ordinary exhaust ports.
Tho object of this Invention, therefore, is to so construct a locomotive engine
that its speed may be materially increased over that of engines of the ordinary
construction without the objections named above, or others that might be named.
In carrying the said Invention into practice, I provide driving wheels which are
not in direct contact with the rails, but which are placed above and transmit
motion to wheels on the rails; and I provide a frame which supports the axle boxes
of the driving wheels with their pedestals, and the axle upon which are secured the
I Price Gid

page_text: said driving wheels; the steam cylinder and the valve chest are connected to the
driving axle by the usual pitman and crank, rods, and excentrics. The bearing
wheels designed to run upon the rail and to be in connection with the driving
wheels are provided with two "treads' or rims, one of which runs upon the rail,
while the other, of smaller diameter than the first named tread, projects from the
face of the wheel, and is designed to be in contact with and support the driving
wheel.
I also provide a truck under the "cab," connected by an equalizer, which in turn
is connected to a spring by means of a rod, and the opposite rod may be connected
to any part of the frame below.
I also provide a system of compound levers, to be actuated by an air pump
controlled by suitable connections from the cab, and these levers are so arranged
that the pressure or friction of the driving wheels upon the smaller tread of the
lower wheels may be increased or diminished at will, and as occasion may require.
The truck under the cab, and which is designed as a guide to assist in keeping the
engine on the rail is supplied with clastic bearings, and the equalizer, by means of
which and the connection with the spring and the frame the weight of the rear end
of the boiler is thrown upon the axle of the driving wheels, is also provided with
an elastic bearing so arranged that the weight of that portion of the locomotive
which is supported by the front truck is thrown upon the axle of the driving.
'wheels and the driving wheels, and transmitted through the lower wheels to the
rails.
In practice, the speed of a locomotive running at a certain number of revolutions
per minute, to attain the given number of miles per hour, can be increased in the
ratio of the difference between the diameter of the driving wheels and the smaller
tread of the lower wheels, the diameter of said wheels being the same as that of
the driving wheels, without increasing the number of movements of the piston,
thereby ensuring a much higher rate of speed at about the same cost as for the
lower rate.
In starting a train drawn by this locomotive, the engine driver should increase
the frictional bearing of the upper upon the lower wheels by use of the devices
described, or devices equivalent thereto, to prevent any possibility of slipping; and
when the desired speed is attained, this friction may be diminished, as at this
time less friction will be required to keep up the speed than was required to
attain it.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed by
the said William Robert Lake in the Great Seal Patent Office on the 29th
December 1880.
WILLIAM ROBERT LAKE, of the Firm of Haseltine, Lake, & Co., Patent Agents,
Southampton Buildings, London. "IMPROVEMENTS IN LOCOMOTIVE ENGINES."
A communication from abroad by Eugene Fontaine, of Detroit, Michigan, United
States of America, Gentleman.
This Invention relates to improvements in locomotive engines or steam-carriages,
whereby the running speed may be materially increased without increasing the
number of strokes of the pistons.
It is found in practice that to increase the speed of locomotives as ordinarily
constructed, there must be an enlargement of the driving wheels, or a pro rata
increase in the number of the strokes of the pistons. To enlargo the driving-
wheels has been found partially impracticable, because by so doing the weight of
the locomotive would be so increased as to cause such a swaying or gauge motion
that except on a straight road the locomotive would be liable to leave the rails;
and it has also been found impracticable to materially increase the number of
strokes or revolutions except at a large expenditure of fuel, and a possible straining
of the boiler to carry steam of such a pressure as to overcome the "back-lash," or
expansion of steam in the cylinders, which steam cannot escape with sufficient
rapidity through the ordinary exhaust ports.
The object of this Invention therefore is to so construct a locomotive engine that
its speed may be much greater than that of such engines as ordinarily constructed,
without encountering the above or other difficulties.
In the accompanying Drawing is shewn a side elevation of my improved engine,
provided with one pair of driving wheels; but it will be readily understood that
two or more pairs of such wheels may be employed and connected in the usual
manner without departing from the spirit of my Invention.
11
A represents the boiler; B, the chimney or smoke stack; C, the dome; and E,
the wheels of the forward truck, which may be of the usual construction; F
represents a franie which supports the axle boxes G with their pedestals, and H the
axle upon which are secured the driving wheels I; J represents the steam cylinder,
and K the valve chest. The valve rods are connected with the driving axle H by
the usual links and excentrics; L represents one of the bearing wheels designed to
run upon the rail and secured to the axle M; this wheel L is provided with two
treads," or bearing surfaces, one of which, O, runs upon the rail N, while the other
"tread" P (which is of a smaller diameter than the tread O) projects from the face
of the wheel L, and is designed to gear with the driver or driving wheel I;
R represents a portion of a truck under the "cab," combined with an equalizer S,
which is connected to the spring T by means of the rod U, which spring by the
rod U may be connected to any part of the frame below it; V, V, represent a series of
compound levers connected to the piston rod V', and actuated by the air pump W;
these levers are controlled by suitable connections from the "cab," and are arranged
as shewn, so that the pressure or friction of the driving wheels I upon the tread P
of the wheels may be increased or diminished at will and as occasion may require.
I do not desire to confine myself to the system of leverage here shown, as other
means may be employed for this purpose. The truck R, which is designed to act
as a guide to assist in keeping the engine on the rails, is supplied with elastic
bearings X, and the equalizer S (by means of which, the connection U, and the
frame F, the weight of the rear end of the boiler is thrown upon the axle H of the
driving wheels I) is also provided with an clastic bearing X', so arranged that the
weight of that portion of the locomotive which is supported by the front truck is

page_text: thrown upon the axle H and driving wheels L, and transmitted through the said
wheel L to the rails.
In practice, the speed of the said locomotive running with a certain number of
revolutions per minute, to attain a given number of miles per hour, can be increased
in the ratio of the difference between the diameter of the driving wheels I and the
"tread" P of the wheels L (the diameter of said wheels being the same as that of the
driving-wheels) without increasing the number of strokes of the piston, thereby
ensuring a much higher rate of speed at about the same cost as that of the lower
rate.
In starting a train drawn by this locomotive, the engine-driver should increase
the friction of the upper upon the lower wheel by means of the devices above
specified, or equivalent devices, to prevent the possibility of slipping; and when
the desired speed is attained this friction may be diminished, as at this time less
friction will be required to keep up the speed than was required to attain it.
Having thus fully described the said Invention as communicated to me by my
foreign correspondent, and the manner of performing the same, I wish it understood
that I claim,
First. In a locomotive, in combination with driving wheels having their axles
arranged above the centre of gravity of the locomotive, the wheels interposed
between the said driving wheels and the rails of a railway, and provided with a
larger and a smaller tread, the former of which rests upon the rail and receives
motion by the frictional contact of the latter with the driving wheel above,
substantially as and for the purpose described.
Second. In a locomotive, in combination with the driving wheels I and wheels L
constructed, arranged, and operating as set forth, the compound levers V operated
by suitable mechanism to increase or diminish at will, and whilst the locomotive is
in motion, the friction between the said driving wheels and the wheels L, by
drawing together their axles or allowing them to separate, substantially as set
forth.
Third. In a locomotive, in combination with a driving wheel acting by rolling
friction upon a wheel with "treads " of differont diameters, the compound levers V,
the piston-rod V connected with the said compound levers, and the air pump or
cylinder W, substantially as herein described and for the purpose set forth.
Fourth. In a locomotive, and in combination with the frame F, the driving
wheels I; the wheels L, and their connections, the truck R, the equalizer S,
provided with elastic bearings, the spring T and connections, all substantially as
and for the purpose set forth.
In witness whereof, I, the said William Robert Lake, have hereunto set my
hand and seal, this Twenty ninth day of December, in the year of our
Lord One thousand eight hundred and eighty.