IMPROVEMENTS IN THE CONSTRUCTION OF LOCOMOTIVE ENGINES
Year: 1880

page_text: LETTERS PATENT to Charles Brown, of Bridge House, Station Road, Brixton,
in the County of Surrey, Civil Engineer, for an Invention of "IMPROVEMENTS
IN THE CONSTRUCTION OF LOCOMOTIVE ENGINES."
PROVISIONAL SPECIFICATION left by the said Charles Brown at the Office
of the Commissioners of Patents on the 10th March 1880.
CHARLES BROWN, of Bridge House, Station Road, Brixton, in the County of
Surrey, Civil Engineer. "IMPROVEMENTS IN THE CONSTRUCTION OF LOCOMOTIVE
ENGINES."
This Invention has for its object to so improve the various parts and organs of
locomotive engines, especially of such as are suitable for employment on tramways,
as to further facilitate the use of steam in the working of tramcars. One part of
my Invention refers to the working of the running gear of the engine in connection
with its framework, and it consists in an improved method of guiding the two
opposite axle-boxes of one and the same shaft that are rigidly connected with each
other. Instead of using guide-cheeks with projecting pieces either parallel or at
right angles to the axis of the engine for keeping the axle-boxes in position laterally,
I employ a radial rod or bar, one end of which I connect with one of the plates' that
join the two opposite axle-boxes rigidly together, and the other end I connect in
the same way with the framework of the engine. For each pair of wheels I also
provide an extra longitudinal frame for carrying the running gear of the engine
independent of its framework. The two opposite longitudinal frames I connect with
each other at one end by means of a connecting bar free to turn within cylindrical
bearings, and upon which the longitudinal bearing springs of the engine are
supported, and at the other end by means of a traverse or vibrating bar, furnished
with one cylindrical and one globular end, and supporting the transversal springs
of the engine frame in the middle. The ends of the connecting bar I place in
communication with the engine framing by means of radial crank bars working
within angular bearings fixed against such engine framing, and at the same time I
connect the end of each of the longitudinal frames with the transversal portion of
the engine framework by means of a radial arm working upon similar annular
bearings, and by this means I secure the position of the longitudinal running-gear
frame, both longitudinally and laterally, in relation to the engine framing. The
axles of the engine shaft I furnish at one end with collars let into the body of the
bearing within the axle-box, and each axle-box I furnish with a globular projection
077

page_text: working within a corresponding hollow globular bearing belonging to the extra
longitudinal frame, and by placing in each instance a suitable ring between the
wheel-boss and the axle-box contiguous thereto I prevent dust, grit, or other
impurities from entering the axle-box and interfering with the regular working of
the engine, and I also prevent the lubricant from escaping. By supporting the
longitudinal springs of the engine on the bearings of the connecting bar, and the
transverse springs upon the middle of the traverse hereinbefore alluded to, I am
enabled to carry the entire weight of the engine on three points upon the two
running-gear frames, and to extend the wheel-base both longitudinally and trans-
versely considerably beyond the limits it would reach if the bearing springs were
supported directly by or upon the axle-boxes of the engine, thereby enhancing the
steadiness of the motion, even with a very.small wheel-base; and by the radial bars
or arms hereinbefore referred to I convert the sliding motion that usually exists in
the hornblocks of a locomotive into an angular spring-like movement about pivots,
by which the easy and steady working of the entire engine is greatly facilitated,
and a perfectly harmonious co-operation kept up between the engine-frame and the
running gear.
Another part of my Invention consists in so fixing the tyres of the engine wheels
as to allow of their being removed without displacing the body of the wheels. I
form the circumference of the body of the wheels in the shape of a tapering ring,
and within that ring I fix the interior shoulder of the tyre by means of bolts and
nuts, or other suitable appliances. By this means I keep the body of the wheel in
tension and the tyre in compression, and am enabled to unscrew and remove the
tyre, and yet leave the wheel center in its place.
The third part of my Invention consists in the construction of an improved break
applied between the two shafts of a locomotive or other vehicle. For each wheel I
provide two break blocks, one above and the other below, and I join the top break
of the one wheel to the bottom break of the other, and conversely, by means of two
levers placed towards each other in the position of an X, and having their centers
connected by means of a system of links with a transverse bar, which in its turn
may be actuated through a system of longitudinal rods from either end of the engine.
By this means I am enabled to bring all the four breaks into action and throw them
out of gear simultaneously, the four breaks being equidistant from the center when
out of gear, and fully adapting themselves to the inequalities of the wheels when in
action, and the self-tightening effect taking place equally well in whichever direction
the engine may be moving, whether forwards or backwards.
The fourth part of my Invention refers to the ends of coupling and connecting
rods. Within these I insert metal bushes, which I roll out with the instrument
known as Dudgeon's expander until the internal diameter of the bush fits the crank-
pin, and I cover the crank-pin with a cap to prevent the entrance of foreign matter
and the escape of the lubricant. In joining the ends of several connecting or
coupling rods or levers together I employ the same system of inserting and rolling-
out bushes to fit the axles or pins of such ends. By a modification in this part of
my Invention I cut grooves at top and bottom in the cross-head pin inserted in the
small end of a connecting rod, such pin being either spherical or cylindrical; the
object of these grooves is to prevent the pins from wearing oval, and to admit of the
bearings being worked tighter than usual without incurring the risk of the moving
organs being heated.
The last part of my Invention refers to the fire-boxes of locomotive or other
boilers. I rivet a frame or ring inside the fire-box shell, and on to the fire-side of
the fire-box, in such a manner that the rivetted joints of the frame or ring be all
turned towards the water; and in square fire-boxes I so round off the corners as to
be able to introduce washing-out plugs therein. By this means I manage to keep
all the rivet joints on the water-side, and avoid the danger attending their being
exposed to the direct action of the fire.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed
by the said Charles Brown in the Great Seal Patent Office on the 10th
September 1880.
66
CHARLES BROWN, of Bridge House, Station Road, Brixton, in the County of
Surrey, Civil Engineer. 'IMPROVEMENTS IN THE CONSTRUCTION OF LOCOMOTIVE
ENGINES."
The object of this Invention is to so improve the various parts and organs of
locomotive engines, more particularly of such as are designed for employment on
tramways, as to further facilitate the use of steam as a moving power for tram
cars and other vehicles travelling on the public highway.
One part of my Invention relates to the working of the running gear of the
engine in connection with its framework, and it consists in an improved method of
guiding the two opposite axle-boxes of one and the same shaft that are rigidly
connected with each other. Instead of using guide-cheeks with projecting pieces
either parallel or at right angles to the axis of the engine for keeping the
axes in position laterally, I employ a radial rod or bar, one end of which I
connect with one of the plates that join the two opposite axle-boxes rigidly
together, and the other end I connect in the same way with the framework of
the engine. For each pair of wheels I also provide an extra longitudinal frame for
carrying the running gear of the engine independent of its framework. The two
opposite longitudinal frames I connect with each other at one end by means of a
connecting bar or shaft that is free to turn within cylindrical bearings, and upon
which the longitudinal bearing springs of the engine are supported, and at the
other end by means of a traverse or vibrating bar furnished with one cylindrical
and one spherical end, and supporting the transversal springs of the engine frame
in the middle. The ends of the connecting bar or shaft I place in communication
with the engine framing by means of radial crank bars working within angular
bearings fixed against such engine framing, and at the same time I connect the
end of each of the longitudinal frames with the transversal portion of the engine
framework by means of a radial arm working upon similar annular bearings, and
by this means I secure the position of the longitudinal running-gear frame both
longitudinally and laterally in relation to the engine framing. The axles of the
engine shaft I furnish at one end with collars let into the body of the bearing
within the axle-box, and each axle-box I furnish with a zone-shaped or partly
spherical projection working within a corresponding hollow globular bearing that
is fitted to the extra longitudinal frame, and by placing in each instance a suitable
ring between the wheel-boss and the axle-box that is contiguous thereto, I prevent
dust, grit, and other impurities from entering the axle-box and interfering with
the regular working of the engine, and I also prevent the lubricant from escaping.
By supporting the longitudinal springs of the engine on the bearings of the
connecting bar or shaft, or upon the connecting bar or shaft itself direct, and the
transversal springs upon the middle of the traverse hereinbefore alluded to, I am
enabled to carry the entire weight of the engine upon three points, and to extend
the wheel-base, both longitudinally and transversely, considerably beyond the
limits it would have to be confined in if the bearing springs were supported directly
by or upon the axle-boxes of the engine, thereby enhancing the steadiness of the
motion even with a very small wheel-base, and by the radial bars or arms herein-
before referred to I convert the sliding motion usually existing in the hornblocks
of a locomotive into an angular spring-like movement about pivots by which the
easy and steady working of the entire engine is greatly facilitated, and a perfectly
harmonious co-operation kept up between the engine frame and the running
gear

page_text: Another part of my Invention consists in so fixing the tires of the engine wheels
as to allow of their being removed without displacing the body of the wheels. I
form the circumference of the body of the wheels in the shape of a tapering ring,
and within that ring I fix the interior shoulder of the tire by means of bolts and
nuts or other suitable appliances. By this means I keep the body of the wheel in
tension and the tire in compression, and am enabled to unscrew and remove the
tire and yet leave the wheel center in its place.
The third part of my Invention consists in the construction of an improved break
applied between the two shafts of a locomotive or other vehicle. For each wheel
I provide two break blocks, one above and the other below, and I join the top
break of the one wheel to the bottom break of the other, and conversely, by means
of two levers placed towards each other in the position of an X, and having their
centers connected by means of a system of links with a transversal pivoting bar,
which in its turn may be actuated through a system of longitudinal rods from
either end of the engine. By this means I am enabled to bring all the four breaks
into action and throw them out of gear simultaneously, the four break blocks being
equidistant from the center when out of gear, and fully adapting themselves to the
inequalities of the wheels when in action, and the self-tightening effect taking
place equally well in whichever direction the engine may be moving, whether
forward or backward.
The fourth part of my Invention refers to the ends or heads of coupling and
connecting rods. Within these ends or heads I insert metal bushes which I roll
out by the aid of the instrument known as Dudgeon's expander until the internal
diameter of the bush fits the crank-pin exactly, and the end of the crank pin I
cover with a cap or hood to preclude dust or other foreign matter from finding its
way in and the lubricant from escaping. In joining the ends or heads of several
connecting or coupling rods or levers together, I employ the same system of inserting
and rolling out bushes to fit the axles or pins of such ends or heads. By a modifi-
cation in this part of my Invention I provide grooves at top and bottom in the
cross-head pin inserted in the small end of a connecting rod, such pin being either
spherical or cylindrical. These grooves have for their object to prevent the pins
from wearing oval, and to enable the bearings (being worked tighter than usual
without incurring the risk of heating the moving organs.
The last part of my Invention refers to the fire-boxes of locomotive or other
boilers. I rivet a frame or ring inside the fire-box shell and on to the fire-side of
the fire-box, in such a manner that the rivetted joints of the frame or ring be all
turned towards the water, and in square fire-boxes I so round off the corners as to
be able to introduce washing-out plugs therein. By this means I manage to keep
all the rivet joints on the water-side and avoid the danger that attends their being
exposed to the direct action of the fire.
DESCRIPTION OF DRAWINGS.
In Sheet 1 of the accompanying Drawings Figure 1 is a side elevation of the
rolling gear, the break, and the longitudinal frame for the running gear of a
locomotive engine constructed according to my Invention; Figure 2 is another side
elevation partly in section; and Figure 3 a sectional plan of the same shewing 4
likewise the longitudinal and transverse springs, upon which the framework of the
engine is suspended. Figures 4 to 7 are cross sections taken in various parts, viz.,
Figure 4, a cross section through the running-gear frame; Figure 5, a cross section
through one wheel and two opposite axle-boxes; Figure 6, through the longitudinal
springs and the transversal connecting bar or shaft, upon which these springs rest; &
and Figure 7, through the ends of the vibrating bar and the bearings of the
transversal springs.
P The axle-boxes A, A, Figures 3, 5, form two longitudinal jaws held together by
the bolts and nuts a, a. B, B, are the wheel axles or shafts, which are furnished
at one end with collars b, b. The axle-boxes A, A, terminate in globular zones, 5

page_text: which are embraced by the hollow globular bearings c, c, connected with the
running-gear frame C, and have circular grooves within them to take in the collars
b, b. The two running-gear frames C, C, extend at both ends beyond the wheel-
base, as shewn in Figures 1, 2, 3, D, D, Figures 2, 3, are the radial rods intended
to retain the frame C in its proper position laterally in relation to the engine
framing. They are connected with the engine framing at one end by the annular
pivots d, d, and to the running-gear frame at the other by the pivots d', d', whilst
longitudinally the radial arms D', D', maintain the same fixity by connecting the
engine framing by means of the annular pivots du, d", with the connecting bar or
shaft c. This bar is free to turn within its cylindrical bearings m, m, that are
connected with the two longitudinal frames C, C, Figures 3, 6. The traverse c¹¹,
which, at the opposite end of these frames C, C, joins them to one another, has one
globular extremity x that rests in a cylindrical bearing y, and one cylindrical
extremity z carrying a globular ring ¹, which turns in a globular bearing 211, as
shewn in Figures 3 and 7. E, E, Figure 6, are the longitudinal, and F, F, Figure 7,
the transversal carrying springs. The former transmit the weight of the engine to
the running-gear frames C, C, by means of the angular lugs e, e, fitted to the
engine framing and the pillars E, E¹, that rest on the connecting bar c¹, and at the
other extremnity of the engine the carrying operation takes place by the inter-
vention of the pillars f, f, which rest upon the traverse c", whilst the ends of the
transverse springs F, F, bear upon the plates or discs f', f', on the engine framing.
The space between the wheel-bosses and the axle-boxes is covered in by the rings
b¹, b¹, which are put in halves on the wheel-centers, and dust, grit, and other
impurities being by this means excluded the bearings of the axles are perfectly
protected from the intrusion of foreign substances and the escape of the lubricating
fluid. The arrangement of the running-gear frames C, C, in connection with the
springs E, E, F, F, enables me to carry the entire weight of the engine on three
points and considerably extend the wheel-base, whilst the radial arms D, D¹, admit
of the sliding motion that exists very generally in the hornblocks being converted
into an angular spring-like movement, as herein before explained. I reserve to
myself to apply this hanging system to other vehicles as well as to locomotive
engines.
Upon the axles B, B, Figures 2, 3, 5, are placed the wheel-centers G, G. The
tire G' is fitted by means of the ring g and the requisite bolts and nuts to the
grooved tapering periphery of the wheel center G, which is in tension, whilst
the tires themselves are in compression, and this arrangement enables the tires
being taken off, and yet the bodies of the wheels left on, the axles. H, H', Figures
1, 2, 3, 4, are the two break levers that turn upon the pivot ŏ, and carry the
break blocks h¹, h, at each end. In Figure 1 these blocks are shewn in action,
and in Figure 2 they are represented out of gear. The levers H, H¹, are set in
motion by the rods j, j, which work upon the bent axle or pivoting bar K suspended
upon the triangular links k, k, by means of the pins k', k¹, the links k, k, themselves
being connected with the lever arms H, H', by means of the small rods j', ¹, ¹¹¹¹1.
The four break blocks of each pair of wheels work simultaneously in such a manner
that a, 8, 8, Figures 1, 2, is always an obtuse, and B, α, r, always an acute
angle, whether the breaks be in action or out of gear, and both sets of breaks may
be worked from either end of the engine or other vehicle.
In Sheet 2 of the accompanying Drawings Figure 8 is a sectional end view, and
Figure 9 a sectional plan of a modification of the arrangeuient shewn in Sheet 1.
C, C, are the axle-boxes rigidly connected together by the transverse plates B, B,
and the guide-cheeks c, c, are made without projections to bear against the horn-
block linings for the purpose of keeping the axle-boxes in their position laterally.
In lieu of such projections I provide the radial rod A, one end of which turns upon
the pivot a fixed to the engine framing, whilst the other works upon the pivot or
5 pin a fixed upon the transverse plate B.
Figures 10 and 11 represent an elevation and sectional plan of a coupling and

page_text: connecting rod constructed according to my Invention, and Figures 14 and 15 are
an elevation and sectional plan of the ends or heads of the same on an enlarged
scale. a, a, are the metal bushes which are simply inserted and rolled out by
means of Dudgeon's expander until the inside diameter of the bush has exactly the
size required to fit the crank pin, so that all other fastenings of the same may be
dispensed with; a, a, are the caps wherewith the crank pins are covered so as to
prevent the ingress of foreign matter and the egress of the lubricant.
Figures 12 and 13 are a longitudinal elevation and sectional plan of a connecting
rod fitted with heads constructed according to my Invention. The extremity
connected with the coupling rod, Figures 10, 11, is shewn on a larger scale in a
sectional plan in Figure 18, and the opposite extremity in elevation and sectional
plan in Figures 16 and 17. The rod proper is made in two halves B, B. The pins
t, b, are let into annular grooves b¹, b¹, one in each half of either extremity of the
connecting rod. The key b¹ prevents the pin 6 from turning in the extremity of
the connecting rod, and the brass bushes 8, 8, in which the pins b, b, work are rolled
out with Dudgeon's expander like those of the coupling rod, Figures 10, 11;
Figures 19, 20, are an enlarged front view and longitudinal section of the pin b,
shewing more clearly the position of the keys 6111, 6; P, Figuro 12, is a pendulum
lever for working the valve gear off the connecting rod. The end of this lever is
formed with annular grooves to prevent the entry of impurities. This part is also
shewn on an enlarged scale in an elevation and sectional plan in Figures 21, 22,
where c is the pin on which the pendulum lever turns, and s a bush inserted and
ruled out, as hereinbefore explained.
Figure 23 is a longitudinal section, and Figures 24 and 25 are cross sections of a
cross-head pin and brasses constructed according to my Invention, and Figure 26
is a sectional plan of t₁ same. B is the cross-head pin having a spherical form ;
a, a, are the brasses wit. in which this pin works; and b, b, are the two grooves,
so formed that the brasses en only part of the pins, whereby oval wearing is
prevented, and by reason of which the bearings
without incurring the danger of heating.
tighter than usual
In Sheet 3 of the accompanying Drawings Figures 27 and 28 represent a
longitudinal and a cross section, and Figure 29 a sectional plan of a square fire-
box constructed according to my Invention. A, A, is the fire-box frame, which is
rivetted inside the fire-box shell and on to the fireside of the fire-box, so that the
rivet joints b, b, can all be turned towards the water, the difficulties usually
attending such an arrangement being in this instance entirely obviated, so that
it becomes extremely easy, owing to the insertion of this bi-angular frame, to
connect the inside and outside of the fire-box in a firm and durable manner;
a, a, are the washing-out plugs placed in the corners of the fire-box ring or frame,
which are for that purpose strongly rounded off, and the back plate C is made of
one piece, as shewn. Figures 30 and 31 are a longitudinal and transversal section,
and Figure 32 is a sectional plan of a round fire-box furnished with an angular
ring in lieu of the frame B of the previously described arrangement, but analogous
in all other particulars to the square fire-box shewn in Figures 27, 28, and 29 of.
the accompanying Drawings.
Having now described the nature of my said Invention, and illustrated the same
in the accompanying three Sheets of Drawings, I wish it to be understood that I
do not claim the use of connecting and coupling rods with plain ends fitted with
⚫ bushes, neither do I claim the use of tires put in compression upon wheel centers
that are themselves in a state of tension, nor the use of fire-boxes so arranged that
the rivets and rivetted joints are on the waterside of the plates and not directly
⚫ exposed to the fire-constructions of this description and designed for such purposes
having been known and used heretofore; but what I claim is,-
Firstly. The use or employment of radial rods or bars for guiding axle-boxes in
lieu of hornblocks, in the manner and for the purpose herein set forth and illustrated
in the accompanying Sheets of Drawings.

page_text: Secondly. The use or employment of axle-boxes with globular ends and the
bearings corresponding thereto, constructed in the manner and for the purpose
herein set forth and illustrated in the annexed Drawings, Sheet 1.
Thirdly. The use or employment of frames for the running gear separate from
the framing of the locomotive engine or other vehicle, constructed in the manner
and for the purpose hereinbefore described and illustrated in Sheet 1 of the accom-
panying Drawings.
Fourthly. The use or employment of tires and wheel-centers, arranged in the
manner and for the purpose herein set forth and illustrated in Sheet 1 of the
annexed Drawings.
Fifthly. The use or employment of the self-tightening break, constructed in the
manner and for the purpose described in the foregoing and illustrated in Sheet 1' of
the accompanying Drawings.
Sixthly. The use or employment of connecting and coupling rod ends, and
the mode or manner of fixing plain bushes therein by means of "Dudgeon's
expander," set forth in the foregoing and illustrated in Sheet 2 of the accom-
panying Drawings.
Seventhly. The mode or manner of constructing fire-boxes in which the rivetted
joints that are subject to the action of the fire are on the water side of the plates,
the frame or ring of the fire-box being rivetted inside the fire-box shell, and on to
the fire-side of the fire-box, in the manner and for the purpose herein set forth and
illustrated in Sheet 3 of the accompanying Drawings.
In witness whereof, I, the said Charles Brown, have hereunto set my hand
and seal, this Sixth day of September, in the year of our Lord One thousand
eight hundred and eighty
CHARLES BROWN. (L.S.)
Witness,
JOHN JAMES SCHEPPI.