Improved Means for Transmitting Power to the Driving or Road Wheels of Gear Driven Locomotives for Use on Ordinary Roads or Railways.
Year: 1893

page_text: This Print is in accordance with the Original Specification as it stands after Amend-
ment (under Section 18 of the Patents, &c., Act, 1883), as allowed by the decision
of the Comptroller General, of the 2nd day of March 1898.
Date of Application, 19th Oct., 1893-Accepted, 3rd Feb., 1894
COMPLETE SPECIFICATION (AMENDED).
Improved Means for Transmitting Power to the Driving or Road
Wheels of Gear Driven Locomotives for Use on Ordinary Roads
or Railways.
I, BRAMAH JOSEPH DIPLOCK, of Falmouth, in the County of Cornwall, 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 improved means for transmitting power to the driving
or road wheels of gear driven locomotives, and has for its object to do this in such
a manner as to allow of two pairs of the road wheels being driven simultaneously,
and also of such locomotives being mounted on springs, and, in the case of loco-
motives in use on common roads, to allow of such road locomotives being steered by
locking or slewing both pairs of the driving or road wheels, all without materially
affecting the relative distance pitch lines or alignment of the gear wheels employed.
To effect this the cylinder or cylinders, crank shaft, and connecting rods or other
motions, are mounted in any convenient manner on a frame similar to the frame of
a railway locomotive, and which is hereafter designated "the main frame," while
power is transmitted from the engine to one or more last motion pinions by one or
more suitable trains of spur or other gear, so proportioned, and arranged as to give
the desired ratio of speed, according to the requirements of the conditions under
which the locomotive may be working. Provision is also made in any convenient
and well known manner, for altering the relative speed of the engine or motor, and
the said last motion pinions, as occasion may require. The train or trains of spur or
other gear, together with the shafts, and other parts of the mechanism, are mounted
on or attached to the main frame. The boiler, (which is preferably of the loco-
motive type), or other equivalent apparatus, is also mounted on the main frame,
and, in the case of locomotives for use on common roads, a suitable winding-forward
drum, (not shewn in the drawings,) is attached to such main frame, and operated
by the motor by means of suitable gear.
In the case of road locomotives, or rail or tramway engines or motors, which are
required to work on curves of small radii, I mount in each end of the main frame
on friction rollers, balls, or other suitable bearings, a swivelling or locking under-
carriage. In each of these undercarriages is mounted in suitable bearings, an axle,
(hereafter termed "the main axle or axles,") and each of such main axles carries
à pair of rail or road wheels, (hereafter termed "the main rail or road wheels").
When all the main road wheels are used as drivers, the weight of the locomotive is
distributed by putting the boiler and heavier parts more forward, so as to admit
of each driving wheel doing an equal amount of work. Each of the main axles is

page_text: mounted in a pair of horn blocks which are free to work in unison with the springs,
by being connected with or arranged to rest on or under such springs, while suit-
able horn plates are attached to or formed on the locking undercarriages, which
horn plates serve as guides wherein the horn blocks work.
The springs are preferably of the laminated type, and when of such type, they
are connected to the horn blocks, and also by flexible couplings or links to the
horn plates. On the centre of each driving axle, and equidistant from each main
rail or road wheel is mounted a disc hereinafter designated "the driving disc." In
the case of locomotives for use on rails, cach of these driving discs is keyed or
fixed to the driving axles, the driving wheels being also keyed or fixed to the same
axles, while in the case of road locomotives, such driving discs are mounted loose
on the centre of each driving axle, and the driving wheels are also mounted loose
on the same axles.
The manner in which the power from the last motion pinions is transmitted to
the driving discs is as follows:-The perimeter of each driving disc is convex, as
shewn in Figures 2, and 4, while on each disc is mounted a ring of spur or other
gear, which ring is made concave, so as to be a working fit over the convex
driving disc. To admit of these gear rings being mounted as hereinbefore described,
I make them in two or more parts which are bolted or otherwise connected together.
Such gear rings gear with the last motion pinions, the latter being so placed that
they are about horizontal with the main axles, and also equidistant from the two
sides of the main frame, which arrangement admits of said main axles rising and
falling without materially affecting the true gearing of the gear rings and last
motion pinions. Motive power is transmitted from such gear rings to the driving
discs through driving studs. These studs are similar in shape to large T headed
bolts, and have their stems turned so as to be a working fit in circular holes formed
in the driving discs. The heads of the driving studs work in chambers or recesses
formed in the gear rings, and are a good fit in such chambers or recesses in the
direction of the driving strain, but such chambers or recesses are considerably
longer than the heads of the driving studs in a transverse direction, to allow of the
travel of the heads of the studs. The operation of these driving studs is as
follows:-
When one or both of the driving axles are locked or slewed when the driving
studs are in a horizontal position, the gear rings being held by the shrouds, or by
any other suitable guides, remain in line transversely with the last motion pinions.
which gear with the said gear rings, while the heads of the driving studs travel
in the before mentioned chambers or recesses. When the driving studs are in a
vertical position, and the driving axles locked or slewed as hereinbefore described
the stems of the driving studs partially rotate in the circular holes in the driving
discs. A similar relative movement of the driving studs as hereinbefore described
will take place at all points from vertical to horizontal, and vice versa and a some-
what reversed but otherwise similar action or movement will also take place each
time the locomotive vibrates unequally on its springs. It is obvious therefore
that when the machine is in motion, the movement of the driving studs in the
various directions herein before described, will be almost continuous.
I would here observe that I do not confine myself to the particular form of
driving studs hereinbefore described, and shewn in the accompanying drawings,
as in lieu thereof suitable stems or pins may be fastened to or formed upon the
driving discs, on which stems square or oblong heads may be fitted so as to be a
working fit thereon. It will thus be seen that the stems may either rotate in the
discs, or in the stud heads.
In the case of locomotives working on rails, the power is transmitted from the
driving discs to the driving wheels directly through the main or driving axles,
but in the case of locomotives working on common roads, the power from the
driving discs to the road or driving wheels is transmitted through suitable
compensating gear, so as to facilitate the locking or slewing of the locomotive on
curves of small radii. The compensating gear, which is similar to that now in

page_text: use on ordinary traction engines or road locomotives, consists of the following
parts, and is applied in the following manner. Mounted in the loose driving discs
are two or more bevel pinions which engage with the bevel wheels on each side
of such discs, which bevel wheels are connected to the road or driving wheels by
means of tubes or sleeves, cast on or attached to the bevel wheels, the whole being
mounted loose on the main or driving axles, and held in position by suitable caps
and pins, placed on the ends of the said axles, or by any other suitable means.
In the case of locomotives working on rails, the loose undercarriages herein-
before referred to are slewed or locked, when required to guide the locomotive
in turning a curve, partly by means of the flanges on the main rail wheels, and
partly by means of additional flanged steering wheels and axles, so mounted in
the undercarriages as to run on the same rails as the main rail wheels, and in the
case of locomotives turning curves when working on common roads, the loose
undercarriages are slewed or locked by means of suitable steering gear, similar
to that now in use in ordinary traction engines or road locomotives, and which
steering gear may be operated in a similar manner.
In order to prevent any side thrusts, or undue strain and friction of the various
parts of the mechanism, without interfering with the proper action of the springs,
compound distance pieces each consisting of an inner and outer distance piece are
threaded loose on the axle outside each horn plate. The inner distance pieces
have suitable apertures made therein, sufficiently large to admit the outer ends of
the horn blocks. They are also formed with flat faces on their inner sides, which
faces fit loosely against the horn plates of the undercarriages, thus allowing the
distance pieces to rise and fall, according to the vertical motion of the locomotive
on its springs. The outer sides or backs of such inner distance pieces are curved,
and serve to carry the outer distance pieces, which have their inner surfaces formed
so as to be a working fit over the curved backs of the inner distance pieces, whereon
the outer distance pieces are free to slide radially up and down according as the
locomotive rolls or oscillates on its springs. The operation of these compound
distance pieces is as follows:-When the locomotive vibrates vertically without
any rolling or oscillatory movement, the outer distance pieces move in a corre-
sponding direction for an equal distance, carrying with them the inner distance
pieces.
When however the locomotive rolls or oscillates on its springs so as to move
the said springs, and their respective horn blocks unequally, then the outer distance
pieces come into action, and slide on the curved backs of the inner distance pieces.
My improvements may be applied to either one or more pairs of driving wheels
on either spring mounted or springless locomotives.
DRAWINGS.
Figure 1 of the accompanying drawings is a side elevation of a traction engine
made in accordance with my invention.
Figure 2 is a sectional plan thereof taken on the line 1, 2, Figure 1. The
arrangement of parts on each road axle in Figure 2 is precisely similar, but for
convenience of description, the centre gear ring and adjoining parts are shewn in
section on one road axle, at right angles to the section shewn on the other road
axle.
Figure 3 is a partial front view wherein the front pair of road wheels, gear
wheel, and differential gear tubes, are shewn in elevation, while a portion of one of
the bogie frames, together with the compound distance pieces, and the laminated
springs, are shewn in section taken on the centre line of the road axle.
Figure 4 is a reproduction of part of Figure 2, shewing the position of the
various parts when the road wheels are locked or slewed, in order to steer the
engine in turning curves. The dotted lines in this figure indicate the normal
position of such parts.
Similar letters of reference indicate corresponding parts throughout all the
figures.

page_text: A B are the compound distance pieces,-C is the boiler,-D the fire box,-E the
main frame, F the cylinder or cylinders,-G the road wheels, and H the road
axles I are differential gear tubes to which the road wheels are firmly bolted.
The inner ends of these tubes form bevel wheels which gear into ordinary diffe-
rential pinions J, so that the road wheels may travel at different speeds when turn-
ing curves. The tubes I revolve in horn blocks K, which are free to rise and fall,
and are supported in suitable undercarriages or turntables M, by_laminated
springs L, which are connected to the horn plates U, by flexible links L'.
On the centre of each road axle H is mounted a loose driving disc N. These
driving discs contain the differential pinions J, on two quarters of their circum-
ference, and the driving studs O in the remaining two quarters thereof. The heads
of the driving studs are left projecting. The gear rings P are each made in two
or more parts, and firmly bolted together, so as to form ball and socket joints out-
side the driving discs. These gear rings contain transverse chambers Q, wherein
the projecting heads of the driving studs work in the manner already described.
Power is transmitted from the crank shaft R, through two separate trains of
gearing S, to the last motion pinions T, which gear into the gear rings P, and in
their turn impart motion to the driving discs N, through the driving studs O. It
will be seen that each axle can be moved universally about a central point either
in steering the engine, or in adapting itself to any rolling or oscillatory movement,
without in any way affecting the true gearing of the pinions T with the gear
rings P. The compound distance pieces A and B, (Figures 2 and 3.) are used to
prevent any side thrusts, (caused by any irregularities in the roads), moving the
gear rings P laterally, or out of the true line of gear with the pinions T. The
distance pieces B can, if preferred. he made in one piece with the horn blocks K.
The distance pieces A are oblong frames with curved backs as already described.
These frames are a working fit on the horn blocks K horizontally, but such horn
blocks are free to rise and fall vertically inside the distance pieces A.
When the engine springs vertically, but without any rolling or oscillatory move-
ment, the distance pieces A slide on the horn plates on the sides of the under-
carriages, but when the engine rolls unevenly on its springs, the distance pieces B,
slide on the curved backs of the distance pieces A, in the manner already described.
It will be seen that when turning curves with all four road wheels driving and
steering, such wheels are kept at true tangents to the curve, while every wheel
does its due proportion of work, and there is an entire absence of skidding of the
steering wheels, by which means a great waste of power in traction engines of the
ordinary type is avoided.
Owing to the double steering arrangement, even when the engine is turning sharp
curves, the driving studs never go quite out of the direct line of gear, thereby
reducing all twisting strain to a minimum.
By the improved construction herein before described, no machinery is attached
to the boiler, while a perfect spring engine is produced, thereby effecting a great
economy in repairs. At the same time increased tractive power is obtained, com-
bined with reduced wear and tear of road wheels and roads, and reduced total
weight of the engine, as all the parts can be made lighter.
Having now particularly described and ascertained the nature of my said inven-
tion, and in what manner the same is to be performed, I declare that what I
claim is:-
1. In the locking and driving gears of gear driven locomotives for use on ordinary
roads, or on railways, the combination of two swivelling undercarriages with two
gear rings, mounted centrally on the main road axles, last motion pinions or the
like placed midway between the sides of the main frame, and level, or nearly so,
with the main road axles, whereby the relative distances between the gear rings
and last motion pinions are maintained, when the engine rises and falls on its
springs, and universal joints placed between such gear rings and main road axles,
all substantially as hereinbefore described and shewn.

page_text: 2. In gear driven spring mounted locomotives for use on ordinary roads, or on
railways, compound distance pieces in combination with the improved locking and
driving gears herein before described, constructed, arranged, and fitted, and operat-
ing, all substantially as herein before described and shewn.
3. In gear driven locomotives for use on ordinary roads, or on railways, the com-
bination of the ball and socket arrangement, consisting of convex driving discs
mounted on the centre of each driving axle, and equidistant from each road or
driving wheel, with driving studs having parallel sided heads, free to rotate and
concave gear rings, having parallel sided slots, wherein the heads of the driving
studs work, all substantially in the manner, and for the purpose hereinbefore
described and shewn.
1000
ELT & Co.,
33, Southampton Buildings, London, W.C., Agents for Applicant.