An Improved Construction of Locomotive Vehicles.
Year: 1891

page_text: Date of Application, 3rd Dec., 1891
Complete Specification Left. 10th June, 1892-Accepted. "6th Aug.. 1×92
PROVISIONAL SPECIFICATION.
An Improved Construction of Locomotive Vehicles.
I, OLIVER IMRAY of No. 28 Southampton Buildings Chancery Lane in the
County of London, Chartered Patent Agent (communication from Carl Lührig, of
Reichs Strasse No. 30 Dresden, Germany, Mining Engineer,) do hereby declare
the nature of this invention to be as follows:
This invention relates to improvements in the construction of the locomotive
vehicle described in the Specification to my application for Letters Patent.
No. 15665 of 15th September 1891 and it consists mainly in connecting the brake
apparatus with a coupling or clutch device in such manner that on actuating the
one part, the other part is thrown out of action, while at the same time the motor
engines can be controlled by acting upon their governors.
I will proceed to describe the improved construction with reference to the
accompanying drawings, in which
Figure 1 shews a side elevation and Figure 2 a plan with the body of the vehicle
removed.
For the purposes of this invention there is provided, in addition to the main
driving shaft n, and the two intermediate shafts ez, a fourth shaft K which is
arranged parallel to the others.
The motor engines L R arranged under the carriage seats, and in this case shewn
as twin engines work independently of each other, driving the main shaft n by
means of the chain wheel and ratchet connection G 9 G¹ g¹ described in my said
prior application.
The motion is transmitted from the shaft n by means of chain wheels and pitch
chain, or other suitable gear to the coupling shaft K. The frictional clutch or
coupling K, of known construction, consists of two comparatively large wooden
discs, one of which is keyed to a part of the shaft which is carried in bearings on
the carriage framing and is not capable of longitudinal motion, while the other disc
is fixed on the other part of the shaft which can slide somewhat longitudinally in
its bearings, being made to fit with its one end into a corresponding recess in the
other part of the shaft, while its other end is connected to a screw spindle s
screwing through the carriage framing.
If now the screw spindle be turned in the direction for pressing against the
moveable part of the shaft, it causes the disc on the latter to be pressed against the
disc on the other part of the shaft, so that the rotary motion imparted to the latter
from shaft n is thus imparted to the moveable part of the shaft, and to the toothed
wheels fixed thereon, such motion taking place in the same direction and at the
same speed as that of the other part of the shaft.
If on the other hand the screw spindle be turned in the contrary direction, the
moveable part of the axle is moved away from the other part, either directly by
the screw spindle or by a spring or other means, thus moving its disc out of gear
with the other disc, so that the rotation of the movable part of the shaft will then
cease.
The rotation of the screw spindles is effected by means of the saine gear as that
which actuates the brakes of the vehicles, in such manner that on applying the
brakes the coupling discs are moved out of gear, and on taking off the brakes, the
discs are put in gear, so that by means of a lever the conductor can simultaneously
apply the brakes, and throw the motor engines out of action, aud vice versa.
It should here be observed that while in the before mentioned previous application
the power was transmitted directly from the main shaft n to the first intermediate.
haft e and thence to the wheel axles, it is in the present case transmitted from the
TD J7
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page_text: shaft n through the pitch wheels h¹ to the coupling shaft K and thence to the
intermediate shafts ez from which the power is then transmitted to the wheel axles;
in other respects however the same means as described in the said application are
employed for effecting a quick or a slow speed of the vehicle either in the forward
or in the backward direction, the only difference being that the clutches for putting
the various transmission wheels in or out of gear, instead of being upon the driving
shafts as in the former case, are here placed upon the driven shafts.
The actuation of the clutch and the simultaneous putting in and out of gear of
the friction clutch K¹ can be effected from both ends of the vehicle by means of a
hand wheel J fixed on the shaft J', the rotation of which is transmitted through
bevil gear to a shaft j extending along the carriage frame, from which motion is
imparted by bevil gear o o' to a shaft r at right angles thereto. The other end of
this shaft carries a pitch wheel connected by a pitch chain to pitch wheel r² on
the screw spindle s. The shaft furthermore carries a worm t gearing with a worm
wheel t, and thereby rotating a drum t' on which is coiled a chain that is con-
nected to the long arm of an elbow lever t on a shaft t. On the other end of this
shaft is a similar elbow lever to which is carried in bearings in the loosely suspended
brake block T, and from the short arm of which a rod or chain t' extends to the
opposite brake block of the other pair of wheels.
The above described brake mechanism is applied to each end of the carriage.
If now both the drums t be turned in the direction for winding up their chains,
the elbow levers t are thereby actuated and the rods or chains draw the brake
blocks tight against the wheels.
As the brake wheel J must, at each end be situated to the right hand of the
driver, the shaft j, in order to produce the same motion from either end must be
divided and the two parts be coupled by pitch wheels and chains.
On a part of the shaft j, which is provided with a screw thread is fitted a sleeve j
having an arm which is fixed to a transverse rod j³ at each end of which are arms j
having forks at their upper ends that embrace the spindles u of the valve gear of
the engines. Between these forks and the centrifugal governor S, situated on the
spindles u are arranged helical springs u. By means of this arrangement, when
the brakes are actuated braking action can be applied to the governor so as to
modify the speed of the engines.
By means of the above described combination of devices the action of the engine
can be controlled with great ease and certainty.
The other parts of the driving gear being as before stated, the same as described
in the said prior application, and being marked with the same letters of reference,
they do not require to be further described.
Dated this 3rd day of December 1891.
ABEL & IMRAY,
Agents for the Applicant.
COMPLETE SPECIFICATION.
An Improved Construction of Locomotive Vehicles.
I, OLIVER IMRAY, of No. 28 Southampton Buildings Chancery Lane, in the
County of London, Chartered Patent Agent (communication from Carl Luhrig of
Reichs Strasse No. 30 Dresden, Germany, Mining Engineer,) 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 :-
This invention relates to improvements in the construction of the locomotive
vehicle described in the Specification to my application for Letters Patent
No. 15655 of 15th September 1891 and it consists mainly in connecting the brake
apparatus with a coupling or clutch device in such manner that on actuating the
one part, the other part is thrown out of action, while at the same time the motor
engines can be controlled by acting upon their regulators.

page_text: I will proceed to describe the improved construction with reference to the
drawings accompanying my Provisional Specification in which
Fig. 1 shews a side elevation and Fig. 2 a plan with the body of the vehicle
removed.
For the purposes of this invention there is provided, in addition to the main driving
shaft n, and the two intermediate shafts ez, a fourth shaft K which is arranged
parallel to the others.
The motor eugines L R arranged under the carriage seats, and in this case shewn,
as twin engines work independently of each other, driving the main shaft n by,
means of the chain wheel and ratchet connection G g G¹ g¹ described in my said
prior application.
i
The motion is transmitted from the shaft n by means of chain wheels and pitch
chain, or other suitable gear to the coupling shaft K. The frictional clutch or
coupling K, of known construction, consists of two comparatively large wooden
discs, one of which is keyed to a part of the shaft which is carried in bearings on
the carriage framing and is not capable of longitudinal motion, while the other disc..
is fixed on the other part of the shaft which can slide somewhat longitudinally in
its bearings, being made to fit with its one end into a corresponding recess in the,
other part of the shaft, while its other end is connected to a screw spindle s screwing
through the carriage framing.
If now the screw spindle be turned in the direction for pressing against the
moveable part of the shaft, it causes the disc on the latter to be pressed against the
disc on the other part of the shaft, so that the rotary motion imparted to the latter.
from shaft n is thus imparted to the moveable part of the shaft, and to the toothed
wheels fixed therein, such motion taking place in the same direction and at the same->
speed as that of the other part of the shaft.
If on the other hand the screw spindle be turned in the contrary direction, the-
moveable part of the axle is moved away from the other part, either directly by :
the screw spindle or by a spring or other means, thus moving its disc out of gear:
with the other disc, so that the rotation of the moveable part of the shaft will then
cease.
:
:
The rotation of the screw spindle s is effected by means of the same gear as that..
which actuates the brakes of the vehicles, in such manner that on applying the-
brakes the coupling discs are moved out of gear, and on taking off the brakes, the
discs are put in gear, so that by means of a lever the conductor can simultaneously
apply the brakes, and throw the motor engines out of action, and vice versa..
It should here be observed that while in the before mentioned previous application.
the power was transmitted directly from the inain shaft n to the first intermediate
shaft e and thence to the wheel axles, it is in the present case transmitted from the-
shaft n through the pitch wheels h' to the coupling shaft K and thence to the
intermediate shafts from which the power is then transmitted to the wheel.
axles; in other respects however the same means as described in the said.
application are employed for effecting a quick or a slow speed of the vehicle either
in the forward or in the backward direction, the only difference being that the.
clutches for putting the various transmission wheels in or out of gear, instead of
being upon the driving shafts as in the former case, are here placed upon the driven
shafts.
The actuation of the clutch, and the simultaneous putting in and out of gear of
the friction clutch K¹ can be effected from both ends of the vehicle by means of a
hand wheel J fixed on the shaft J', the rotation of which is transmitted through
evil gear to a shaft ; extending along the carriage frame, from which motion is
mparted by bevil gear o o' to a shaft rat right angles thereto. The other end of
his shaft carries a pitch wheel connected by a pitch chain to pitch wheel on
the screw spindle 8. The shaft ; furthermore carries a worm t gearing with a worm
vheel t¹ and thereby rotating a drum t' on which is coiled a chain that is con--
nected to the long arm of an elbow levert on a shaft t*. On the other end of this
shaft is a similar elbow lever to which is carried in bearings in the loosely suspended

page_text: brake block T, and from the short arm of which a rod or chain t extends to the
opposite brake block of the other pair of wheels.
The above described brake mechanism is applied to each end of the carriage:
If now both the drums t be turned in the direction for winding up their chains,
the elbow levers to are thereby actuated and the rods or chains draw the brake
blocks tight against the wheels.
As the brake wheels J must at each end be situated to the right hand of the
driver, the shaft jin order to produce the same motion from either end must be
divided and the two parts be coupled by pitch wheels and chains j¹.
On a part of the shaft ; which is provided with a screw thread is fitted a sleeve *
having an arm which is fixed to a transverse rod j³ at each end of which are arms j
having forks at their upper ends that embrace the spindles u of the valve gear of
the engines. Between these forks and the centrifugal regulator S situated on the
spindles are arranged helical springs u'. By means of this arrangement when
the brakes are actuated braking action can be applied to the regulator so as to
modify the speed of the engines.
By means of the above described combination of devices the action of the engine
can be controlled with great ease and certainty.
"The other parts of the driving gear 'being as before stated, the same as described
in the said prior application and being marked with the saine letters of reference
they do not require to be further described.
Having now particularly described and ascertained the nature of this inven-
tion and in what manner the same is to be performed, I declare that what I
claim is
In a locomotive vehicle constructed as described in application No. 15655º¹ the
use of mechanism whereby on turning a hand wheel the brakes are actuated and
simultaneously the power of the motor engines is either transmitted to the wheel
axles or such transmission is intercepted, while at the same time a braking
action can be applied to the engine regulators, the said mechanism being so
arranged that from the shaft j firstly the chain drums of the brake blocks
secondly the screw spindle s of the friction clutch K' and thirdly the brake arms j₁
of the regulators S are all actuated in such manner that on the application of the
brake blocks the clutch of the divided shaft K is thrown out of gear, while on
releasing the brake gear the said clutch is thrown in gear, substantially as
described.
Dated this 9th day of June 1892.
ABEL & IMRAY,
Agents for the Applicant.