CERTAIN IMPROVEMENTS IN THE CONSTRUCTION OF STEAM BOILERS AND OF LOCOMOTIVE ENGINES
Year: 1839

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME, I, FRANK
HILLS, of Deptford, in the County of Kent, Manufacturing Chemist, send
greeting.
WHEREAS Her present most Excellent Majesty Queen Victoria, by Her
Letters Patent under the Great Seal of Great Britain, bearing date at West-
minster, the Twenty-ninth day of January, in the second year of Her reign,
did, for Herself, Her heirs and successors, give and grant unto me, the said
Frank Hills, Her especial licence, full power, sole privilege and authority,
that I, the said Frank Hills, my exors, admors, and assigns, or such others as
I, the said Frank Hills, my exors, admors, or assigns, should at any time
agree with, and no others, from time to time and at all times during the
term of years therein expressed, should and lawfully might make, use,
exercise, and vend, within England, Wales, and the Town of Berwick-upon-
Tweed, my Invention of "CERTAIN IMPROVEMENTS IN THE CONSTRUCTION OF STEAM
BOILERS AND OF LOCOMOTIVE ENGINES;" in which said Letters Patent is contained
a proviso that I, the said Frank Hills, shall cause a particular description
of the nature of my said Invention, and in what manner the same is to
be performed, to be inrolled in Her said Majesty's High Court of Chancery
within six calendar months next and immediately after the date of the said
in part recited Letters Patent, as in and by the same, reference being there-
unto bad, will more fully and at large appear.
NOW KNOW YE, that in compliance with the said proviso, I, the said
Frank Hills, do hereby fully set forth the nature of my said improvements,
and the manner in which the same are effected, by the following description
thereof, reference being had to the accompanying Drawings:-

page_text: Figures 1, 2, and 3 represent a boiler on an improved construction for
steam-carriages intended to run upon common roads. Figures 1 and 2 are
vertical sections of the boiler taken at right angles to each other; and Figure 3
is an end elevation-of-the-same. Note. In these and the succeeding Figures,
where two or more views are given of the same object, the same letters denote
similar parts. a, a, a, are a series of tubes (preferably made of copper, of one and
a half to two inches internal diameter; they are arranged vertically in parrallel
rows, and the lower ends are screwed into a range of tubes or chambers b, b,
which, from their form, I denominate D tubes) placed horizontally or nearly
so ; the upper ends of the tubes a, a, open into the steam chamber c, the
bottom plate of which (d) is drilled with holes to receive them, in which they
are fastened by means of rings driven into the orifices of each tube, in the
manner usually practised in the boilers of locomotive engines for railways.
The D tubes may be formed either, as in the Drawings, by rolling or drawing
a bar of iron into a half round or curvilinear form (in its transverse section),
and welding or brazing a flat bar of greater thickness to the curved parts to
form the upper side, or the tubes may be formed completely circular, and a
piece of iron, flat on the upper side, and on the under side curved to fit the
curve of the tubes, may be welded or brazed to them, thus making that part
of the tubes into which the vertical tubes are screwed thicker than the rest.
The D tubes have a plug e screwed into the hinder end for the convenience
of cleaning them out, and into the fore end of each is inserted a small pipe f,
which passes through the plate g, and is secured thereto by a nut on each
side; at the hinder end, and on the under side of each of the D tubes (except
the two outer ones), is bolted a curved pipe h, h, in the fore end of each of
which is inserted a small pipe i, i, which passes through and is secured to the
plate g by means of double nuts, in the same manner as the short pipes f. f
These curved pipes h, h, form the fire bars and the back of the fireplace,
and the outer row of tubes a, a, on each side descend as low as the fire bars,
(the D tubes into which they are screwed being on a level with them), and
thus form the sides of the furnace or fireplace. The plate g forms the back of
the water chamber j, the front plate of which, k, is attached to it at the flanges
by bolts and nuts to admit of its removal when requisite, and to resist the
pressure of the steam; they are further connected by shorts stays, placed at
various points of their surface, which are screwed up by nuts on the outside
of each plate. The water chamber j forms the front of the fireplace. The
fuel is introduced through an aperture m formed in the water chamber j, the
back and front plates having interposed between them a thick ring of metal,
corresponding in shape to the form of the aperture, to which the plates are

page_text: secured by bolts and nuts; n, n, are two small pipes proceeding from the
steam chamber c to the water chamber j for the purpose of conveying to the
latter any water which may pass into the steam chamber. The dome of
the steam chamber is attached at its flanges to the bottom plated by bolts
and nuts, and is further secured by stays o, o, screwed into the plate d, and
secured outside by nuts, there being a small shoulder near the upper end of
the stays to keep the top and bottom of the reservoir asunder. p, p, are the
steam pipes, the ends of which are curved upwards, rising into a small dome
on the top of the steam chest. On the outer end of each of these pipes is
fixed a branch pipe containing the steam valve g, g, from which a pipe leads
to the engines and the safety valve r from which a waste pipe s descends, and
opens into the ashpit t; v is the. ashpit door; u, u, a casing surrounding
the tubes and steam chest, and w the chimney; y, y, are strips of metal
placed between the rows of tubes, so as to form horizontal partitions at different
heights for the purpose of causing the flame and heated air to take a zigzag
course j, and to come in contact with all the tubes; 2, z, is a lining of clay
or fire brick placed between the tubes and the casing at the sides and back of
the fireplace.
I claim under this head of my Invention that construction of parts wherein
tubes (a, a,) ranged vertically in rows have their upper ends opening into a
general reservoir or steam chest (c), in which they are secured in the manner
before described, and their lower ends screwed into a horizontal row of pipes
or separate chambers b, b, lying over the fire. The horizontal pipes or
chambers, which should not be of less area in section than the vertical tubes,
communicate with each other by being each connected at one or both ends
with a chamber or chambers (j) of any convenient form lying transversely to
them. The object of this form of construction is to ensure a free and rapid
circulation of water in the tubes, and to allow space between them for the
passage of the flame and heated air from the fire, and also to admit of the
ready displacement and replacement of the vertical tubes when requisite.
Figures 4, 5, and 6, represent a. boiler of a different construction, which is
applicable in cases where it is not so much an object to reduce the weight
of boilers as it is in locomotives for common roads. Figures 4 and 5 represent
a boiler intended for a fixed engine; Figure 4 being a longitudinal section',
and Figure 5 a transverse section through the fireplace. a, a, is a quad-
rilateral chamber placed horizontally with one of its angles upwards, and
having the opposite and lowermost angle considerably rounded off; a portion
of the length at the fore end is occupied by the fire grate b, and the remainder
traversed by pipes c, c, of about one and a half or two inches diameter, open

page_text: at each end, and ranged diagonally in rows, or parallel to the sides of the
-chamber a. The pipes c, c, may be fastened into the chamber a, a, by rings
driven into them, as usual in railway locomotives, or by any other convenient
method. The rows of pipes do not all lie in the same direction, but cross
each other, one or more rows branching from right to left, and an equal
number from left to right, and so on alternately. The pipes c, c, do not
extend over the whole of the lower sides of the chamber a, a, the part which
is rounded off being clear of pipes. By the intersections of the pipes c, c, a
segmental channel or aperture d (shewn by dotted lines in Figure 5) is left
to receive the dust and ashes which are carried amongst the tubes by the
strength of the draft, and affords convenient means of clearing them out;
this aperture is closed by a hanging door e. To the fore end of the chamber a
is rivetted the front plate f, in which are the apertures for the fire door and
ashpit, and at the hinder end is rivetted a flange. The chamber a is inserted
in a cylinder g, which forms the external case or shell of the boiler. This
cylinder is rivetted at the back to the plate h, in which is the aperture for the
passage of the smoke and heated air to the chimney; the cylinder g has a
flange on the fore end. The chamber a and cylinder g are fastened together
by bolts and nuts, the chamber a being bolted, at its flange, to the back
plate h, and the cylinder g being bolted at its flange to the front plate f, so
that the internal chamber a can be readily withdrawn, when requisite, for the
purpose of replacing a pipe, &c. The pipes c, c, being firmly secured into
the opposite sides of the chamber a, a, act as stays to support it against the
pressure of the steam which tends to crush it, but additional support is
requisite at the fireplace, and bands of angle iron i, i, are therefore rivetted to
the chamber at that part. Figure 6 represents a boiler of a similar construc-
tion for a railway locomotive engine, the only material difference being, that in
this case, instead of placing the fire within the chamber a, I prefer annexing
a separate vertical chamber m, which forms the furnace and steam chest, as
in ordinary railway engines. The upper part or steam chest communicates
with the upper part of the cylinder g by a steam pipe n, and the lower part
communicates with the lower part of the cylinder g by another pipe o, and
thus the water is maintained at the same height in the chamber m as in the
cylinder g.
I claim in this second arrangement an external casing or shell (g), in which
is inserted a chamber (a), traversed by rows of pipes (c, c,) crossing each
other in such manner as to leave a space at the bottom of the chamber (a), as
shewn in the Drawing, into which the dust from the fire may fall, and be
easily removed. The external cylinder (g) and internal chamber (a) to be con-

page_text: nected in such manner as to be readily detached when requisite, and the
water to circulate within the external tube and the small pipes, and the flame
and heated air to pass within the internal chamber and over the exterior
surfaces of the small pipes.
Figure 7 (connected to Figure 6) represents another of my improvements
on boilers, being a new mode of causing the waste steam to operate in assisting
the draft by the fire, by which the steam becomes so rarified as to be rendered
invisible, or nearly so, at its exit from the chimney. p is the waste steam
pipe, which conveys the steam from the eduction part of the slide. The end
of this pipe is inserted within a pipe q, of considerably greater area, which is
attached to an aperture in the ashpit, and is open at both ends. The rush of
steam from the waste pipe carries along with it the air contained in the tube q,
and thereby causes the external air to follow in a current of great velocity.
I claim under this head the insertion of the waste steam pipe into another
pipe of greater diameter, open at one end to the atmosphere, and the other end
opening into the ashpit below the fire bars, which is otherwise air-tight; and
I should observe, that I claim this application to boilers of every construction.
The first branch of my improvements in steam carriages consists in an
improved mode of supporting the propelling wheels, and an improved arrange-
ment of the driving gear, in steam carriages constructed to run upon common
roads.
Figures 8, 9, 10, 11, 12, and 13 relate to this part of my Invention,
Figure 8 being a side elevation of one wheel and its driving gear; Figure 9,
a transverse section of the same; and Figure 10, a plan of the same. The
other Figures represent detached parts of the same. a, a, is a portion of one
side of the main frame of the carriage; and 6, an external rail, braced at each
of its ends to the side frame; and in the space comprised between the frame
and this rail the propelling wheel c revolves. The frame and rail are each
supported by springs d, which are carried by the bearings e, which move in
guides, attached to the frame and rail; 9 is the axle, extending across the
frame from one rail to the other, and turning in the bearings e, e. Upon that
part of the axle which lies within the main frame two cranks are formed, to
which the connecting rods of the engines are attached, one of which cranks is
shewn at h. The power of the engines is communicated to the propelling
wheels in the following manner :-Upon the axle, between the nave of the
wheel and the side frame, is firmly keyed a pinion i, having on its face a cir
cular groove, divided into two parts by two stops, as shewn in Figure 11. The
propelling wheel has, on the outer end of the nave, a sliding clutch, formed of
a ring or collar, from which two bolts k, k, project, passing through holes in

page_text: the nave. By means of a forked lever 1, working in a groove in the periphery
of the sliding collar, the bolts may be shut into or withdrawn-from the grooves
in the face of the pinion, which, in the first case, carries round the propelling
wheel along with it, and the wheels then make one revolution for each double
stroke of the engine; but when the bolts are withdrawn the axle may revolve,
whilst the wheel remains at rest. In ordinary states of the roads the wheels
are locked in the way described, and driven directly by the crank, the slots or
grooves in the face of the pinion allowing one wheel to make nearly half a
revolution more than the other when making a slight turn, but in making a
very sharp turn one of the wheels is disconnected from the pinion; and if more
power is required, as in ascending a very steep hill, both the propelling wheels
are disengaged from the pinions, and connected with the driving gear, by
which they are driven with a slower motion than the crank shaft. This is
effected as follows:-An intermediate shaft m, situated above the frame of the
carriage, has keyed on to its outer end a wheel n, into which the pinion i
works, and a pinion o, which works into a wheel p, upon the nave of the pro-
pelling wheel. The intermediate shaft, therefore, revolves more slowly than
the driving shaft, and the propelling wheel more slowly than the intermediate
shaft. The wheel p is attached to the propelling wheel by two pins 9, 7, (see
Figure 12,) screwed into the boss of the wheel p, which enter two slots or
grooves cut on the periphery of the nave, which slots, like those in the face of
the pinion i, are for the purpose of allowing the carriage to make slight turns
without disengaging the wheels. The intermediate shaft m is supported in
the following manner:-Upon the inner bearing brass of each propelling wheel
rests a standard r, r, formed of two cheeks of plate iron; and the two
standards on the opposite sides of the main frame are connected by a hori-
zontal plate of metal s. Upon this plate is bolted a short standard t, which
is connected at top to the standard r, r, and to the standards on the opposite
side of the frame by a bolt v. A short spindle w turns in bearings in the
standard t, and in the inner cheeks of the standard r. On each end of the
spindle w, outside the bearings, is fixed a small eccentric a, turning in a strap
or frame y, which carries the bearings z, z, in which the intermediate shaft m
revolves. These bearings pass through slots or apertures in the standards r
and t. To the outer end of the spindle w is keyed a short arm 1, to which is
attached a connecting rod 2, which lies within reach either of the engineer or
the steersman, who, by turning the eccentric, can throw the wheel and
pinion and o into or out of gear with the pinion and wheel i and p.
standards r, r, are steadied by pins or connecting plates of metal, working.in
the guides 3, 8, attached to the frame of the carriage.
The

page_text: I claim under this head,
First, the placing the propelling wheels upon the crank axle, such axle ex-
tending from side to side of the frame, and being supported on both sides of
each wheel by bearings connected to the frame, thus having a straight bearing
for each wheel on the crank axle, and supported at each end.
I also claim such an arrangement of the driving gear, that whilst the pro-
pelling wheels are placed on the shaft to which the engines are connected
they can be caused to revolve with a different velocity to that of the shaft.
Figure 14 is a vertical section of an improved rotatory slide valve for loco-
motive engines. Figure 15 is a plan of the upper face of the valve; and
Figure 16 a plan of the lower face of the valve. a, a, is the valve čase,
bolted to the upper side of the cylinder, having an aperture 6 in the lower part
for the admission of the steam to the valve, and on the upper part a short neck
or cylinder c, in which is another aperture d, by which the steam passes from
the valve to the atmosphere. e is the valve, which is truly faced, and ground.
upon its seat on the upper side of the cylinder. f,f, are the steam passages,
cast in the upper side of the cylinder, which convey the steam to each side of
the piston, their upper orifices being covered by the valve. 9, 9, 9, (Figures 15
and 16,) are a number of small segmental apertures in the valve, for admitting
the steam to the cylinder, which are separated from each other by bars or ribs
of the same depth as the valve. h is a groove or channel cut in the under
face of the valve, and forming the eduction passage. This passage commu-
nicates with a tube i, which stands over the centre of the valve, and is con-
nected to the eduction passage by a short neck. The tube i passes through a
stuffing box in the cylinder c, and near the upper end has several apertures or
slits in the periphery, through which the steam passes to the neck or aper-
ture d, and thence to the atmosphere. The steam passage and the eduction
passage in the lower face of the valve are separated by the solid parts k, k, of
the valve, which are similar in form to the orifices of the passage f. f, but of
greater area, so as fully to cover those passages. The valve receives a rotatory
motion by any suitable connection with the driving shaft, and in its revolution
the steam passages f, f, communicate alternately with the steam and eduction
passages of the valve. m is a sliding plate, ground steam-tight, upon the
upper surface of the valve, and of the bars between the spaces g, 9, 9, which
may be turned, by means of the spindle n, so as to close any number of the
steam apertures in the valve, and thus cut the steam off at a corresponding
period of the stroke. The spindle n is enclosed within a small tube o, which
passes through the centre of the tube i, and has a stuffing box at top, through
which the spindle n passes.

page_text: I claim under this head the construction of a-rotatory slide valve, having
the steam inlet divided into several portions, any number of which may be
closed at pleasure by means of a sliding plate (m), so as to admit a greater
or smaller proportion of steam, and thereby allow it to expand in a greater
or less degree in the cylinders.