Improvements in Locomotives with Coupled Bogies.
Year: 1897

page_text: Date of Application, 1st Dec., 1897-Accepted, 14th May, 1898
COMPLETE SPECIFICATION.
Improvements in Locomotives with Coupled Bogies.
I, CHRISTIAN HAGANS, Engine Manufacturer, of Karthauserstrasse 34, Erfurt,
in the Empire of Germany, do hereby declare the nature of this invention and in
what manner the same is to be performed, to be particularly described and ascer-
tained in and by the following statement:
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This invention relates to improvements in locomotives with coupled bogie, and
its object is to render the generation of steam, tractive force, and the ability of
the locomotive to pass curves as great as possible while consuming the least quantity
of fuel and utilising the driving power of the steam to the utmost.
The locomotive, illustrated by way of example in the accompanying-drawings
is provided according to the present-invention with four cylinders (Figa 3, 8,
and-11) which can work in pairs as compound engines or all four cylinders can
work as high-pressure cylinders. The cranks on the axles are arranged in such
relative position that when working with all the four cylinders as high pressure
cylinders the exhaust takes place eight times for each revolution of the wheel for
the purpose of increasing the combustion and the air-draught in the furnace. In
order to utilise the heat of the combustion gases in the quickest and most efficient
way the fire box is provided with additional water tubes and the smoke-box with
a steam superheating device.
When all four cylinders work as high-pressure cylinders eight exhausts for each
revolution of the wheel are obtained by arranging the cranks or crank pins of the
axles not at angles of 90° or approximately 90° as usual but at angles of 45° or
approximately of 45° to each other, as indicated in Fig. 4. The two thicker lines
indicate the centres of the cranks on one side of the locomotive, the dotted lines
being those on the other side. Or the cranks on each side of the locomotive placed
at an angle of 90° or approximately 90° as usual, may be placed at an angle of 45°
or approximately 45° relatively to each other as indicated in Figs. 5 to 7.
By means of these eight regular exhausts the draught of the combustion gases
becomes much better and more uniform and the heating area of the boiler of the
locomotive is utilised better than in existing locomotives with two, four or six
uniform or irregular exhausts for each revolution of the wheels.
When the locomotive travels on a level ground and works as a compound loco-
motive with normal steam-generation the number of exhausts for each revolution
of the wheels becomes four as usual.
In both cases this arrangement reduces the effect of the dead points. By the
increase of the number of exhausts the draught in the fire-box is considerably
increased whereby the wall of the fire-box and the ends of the tubes secured in it
become more quickly injured or corroded. In order to protect the wall and the
joints of the flues or heating tubes against the direct action of the flame there are
arranged at certain distances from the wall one or more series of straight or bent
water tubes in the roof of the fire-box (Figs. 2 and 3) said tubes being connected
at the bottom by a plate or tubular part a. This part a is connected to the water-
space of the boiler by means of one or more tubes b. The circulation of water and
the generation of steam in the boiler is thus considerably increased.

page_text: In order to admit steam into the cylinders in a dry and superheated state, the
smoke-box is provided with superheating device (Figs. 2, 8 and 9) which may be
connected to or disconnected from the steam-pipe leading to the cylinders. This
device consists of parts dd, ee ff the parts of each pair of which are connected by
zig-zag or bent tubes cc. The three parts illustrated are connected to each other
by means of connecting pipeś gg (Fig. 8).
In order not to decrease the ability of the locomotive to travel on curves in spite
of its increased number of axles the fore frame is provided with three or four
coupled axles A and at the rear is arranged a bogie with two or more axles driven
from the axles A (Figs. 1, 3, and.10).
This bogie is driven in the following manner. A rod K one end of which
engages with an oscillating lever driven from the cylinder engages at its opposite
end at the point 2 with an oscillating lever EG and thus causes it to oscillate.
With the lower end of the lever EG engages a rod GH by means of which the
bogie wheel cranks are driven. The lever EG is pivoted on a pin carried in the
bend of the bent support FEF (Fig. 10) which is supported by means of its pin F
in the outer frame and by its pin 1 in the inner frame, and is held in position at
its lower extension by the rod G¹ H¹.
In order to enable the resistance of the bogie to lateral movement to be regulated
the following device is employed (Figs. 2 and 12). It consists of a combination
of parts which have partly a rolling and partly a sliding frictional motion. The
parts are chosen or may be regulated so that either rolling or sliding friction is
caused to predominate as desired.
The device is as follows:
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On a cross bar T of the bogie-frame is arranged a plate C on which rests a
sector S. On the sector S rests a cup P with which engage on both sides double-
armed levers J having blunt knife edges m.
With their outer blunt knife-edges n said levers engage with slide blocks R
adapted to slide on surfaces B. These latter are also situated on the cross bars T.
The whole weight of the main frame rests on this device by means of two supports
or bearings V secured to the cross bar T" of the main frame, Figs. 2 and 3. Accord-
ing as these bearings V are arranged nearer to m or n, the side movement of the
bogie will be accompanied by greater or smaller rolling or sliding friction that is
to say there will be required more or less force to produce such movement.
In the driving device illustrated there is caused on the bearing F (Figures 1
& 3) a very considerable pressure forward or backward, so that the outer frame must
be capable of withstanding the great strain to which it is subjected and which is
directly transmitted from the said frame to the cylinder, through the rod St
(Figure 3) connecting the bearing F to the cylinder. In case an outer frame L is
employed having ribs M and projections N as in Figures 1 and 3, said frame is
connected to the cylinder by the rod St.
In some cases the curves to be passed are of very small radius. Then it is
necessary for one of the 3 or 4 front axles of the locomotive to come into the radial
position on said curves.
In order to render this possible the fourth axle is, as shown in Figures 2, 3, 11,
13, & 14, supported in a separate frame A³ pivoted about a pin 73 (Figures 13 & 14).
In order to enable this axle to be coupled with the other axles in the main frame,
the wheels of said axle are mounted on a hollow shaft H³ through which passes the
driving axle T3 supported in the main frame or in a portion B3 of it, said axle
consisting of right and left hand halves.
.....
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The rotations of the halves of the driving axle are transmitted by any suitable
coupling device to the hollow shaft H³. But the pressure of the locomotive body
resting by means of springs on the hollow shaft H is not transmitted to the halves
of the driving axle T³, which result is attained by means of a special balancing
device.
The coupling device shown in the drawings is as follows; referring to Figures 13,
14, & 15. The halves of the driving axle T3 are provided with square portions V³.

page_text: On the faces of these square portions are placed plates p³ and on the latter are
placed plates P³. The plates P³ are secured to the inner surface of the hollow
shaft H³ by means of screws or bolts and are provided with cylindrical recesses
into which fit segment-pieces W³. The hollow shaft H³ can then move slightly
in a lateral direction together with the segment-parts W³ on the plates p³ secured
to the halves of the driving axle 13, and has owing to the clearance provided
between the plates P3 and ³ and to the cylindrical form of the segments W³,
sufficient space for turning slightly when the locomotive. travels on a curve.
The means of supporting the locomotive on the hollow shaft H3 or on the frame A³
by means of springs is, as shown in Figure 11, as follows:
The two lateral springs F3 support the parts B of the main frame with their
bolts and are connected by a cross-part S3 supported by means of a spring-bolt G³
on the brackets supporting the hollow shaft H³ or on the frame A³.
The balancing device of the halves of the driving axle T3 which are vertically
movable in the main frame part B as in ordinary locomotive axle-boxes, consists
in each axle bearing L³ (Fig. 11) of the halves of the driving axle T3 being con-
nected by a rod St³ with the cross-piece S³. Thus the pressure of the springs and
the pressure of the hollow shaft H³ on the halves of the driving axle T3 is prevented.
Having now particularly described and ascertained the nature of the said
invention and in what manner the same is to be performed, I declare that what
I claim is;-
1. In locomotive engines producing light exhausts for each revolution of the
wheels, the employment of four cylinders which can work as high pressure cylin-
ders the crank pins, cranks or crank systems of which are placed at angles of exactly
or approximately 90° + 45° or 180° +45°, substantially as described.
2. The arrangement of one or more series of water-tubes behind the wall of the
smoke-box in which the tubes of the boiler are fixed, said series of water-tubes
being connected with the water-space of the boiler by means of intermediate
tubes c and pipes 9 for the purpose of protecting the wall and the heating tubes
substantially as described.
3. Superheating devices in the smoke-box of locomotive boilers consisting of
two pieces connected by coiled pipes substantially as described.
4. The arrangement of two, three or four coupled axles in the fore-frame and
a driven bogie-frame having two or more axles coupled to and driven from the
cylinder by means of rod K pivoted lever E G and connecting rod GH substantially
as described.
5. A device for enabling the bogie-frame to be turned with an adjustable resist-
ance comprising a sector as S and a cup as P co-operating with it, in combination
with sliding surfaces B, and blocks as R, producing sliding friction, substantially
as described.
6. In a locomotive of the character described the connection of the bearing F
or framing L with the cylinder by means of a rod St substantially as and for the
purpose described.
7. In a locomotive of the character described a hollow axle carried in a pivoted
frame said axle containing a divided driving axle supported in the main frame and
having the pressure on it relieved by a balancing device so that only the hollow shaft
carries the corresponding weight of the engine at points close to the wheels and
transmit to the hollow shaft only the rotation of the divided driving axle by means
of any suitable coupling device substantially as described.
8. The combination and arrangement of parts constituting the complete super-
heating device for locomotive boilers substantially as described and illustrated in
Figures 2, 8, &, 9, of the accompanying drawings.
9. The combination and arrangement of parts constituting the complete driving
device for coupled locomotive and bogie substantially as described and illustrated
in Figures 1, 3 and 10 of the accompanying drawings.
10. The combination and arrangement of parts constituting the complete

page_text: arrangement of parts for connecting the bogie frame substantially as described
and illustrated in Figures 2 and 12 of the accompanying drawings.
11. The combination and arrangement of parts constituting the complete axle
and wheel mounting substantially as described and illustrated in Figures 2, 3, 11,
13 and 14 of the accompanying drawings.
D1
11 1
T
1002
BOULT & WADE,
Agents for the Applicant.