Year: 1885

page_text: J, THOMAS RUSSELL CRAMPTON of No. 4 Victoria Street Westminster Civil
Engineer do hereby declare the nature of this invention to be as follows:-
My improvements relate to that class of steam engines in which the power is
conveyed to the main shaft or axle by cranks placed close to and opposite to one
another at an angle of 180 degrees. In a locomotive engine I attach the two
cranks to one end of the axle of a pair of driving wheels (outside the driving
wheel which is at that end) and I drive the cranks from the piston rods of two
cylinders which are by preference.cast together and are both on the same side of
the axle. In this way the power from the two cylinders acting in opposite
directions is conveyed by connecting rods through one driving wheel nearly direct
to the rails whilst the other driving wheel receives its power through the whole
length of the axle by torsion acting in one direction oily thereby avoiding the
alterating torsional effects produced in ordinary engines having cylinders acting on
cranks a considerable distance apart or at the two ends of the axle and at right
angles to one another. The pistons piston rods and connecting rods working with
the two cylinders as described I make of equal weight so that they balance one
another in the usual manner.
The cylinders may both be of the same diameter and both be worked with high
pressure steam from the boiler or they may be of different diameters and the steam
be worked expansively from one to the other. The cylinders I place one behind
the other not centrally in a line but so that the piston rod of the rear cylinder may
pass as closely as may be alongside of the foremost cylinder.
If two pairs of driving wheels are required I drive each pair independently and
preferably in this case I place the cylinders and cranks for driving the axle of one
pair of wheels on one side of the locomotive and the cylinders and cranks for driving
the other pair of driving wheels on the opposite side of the locomotive or if more
driving wheels are required a third pair may be added and similarly be driven
independently of the others.
•
With a locomotive formed in the above manner with two pair of driving wheels
and with outside eccentrics and gear as in engines heretofore made by me the
whole of the space between the axles is available for boiler purposes. If a locomotive
boiler of ordinary type were made to occupy this space the fire box of the boiler
would occupy about of its length-the remaining two thirds not being utilized for
grata surface.

page_text: In order to increase the power of the boiler I extend the grate below the whole
length of the tubular part of the boiler-so giving very large area of grate surface
and allowing of the grate being fed from either end.
Small supporting wheels may be used below the boiler if desired-in this case
the bottom of the boiler would be made just to clear their axles or if no inter-
mediate supporting wheels be used the boiler might be carried down as closely as
convenient to the ground.
In these dispositions the engines will tend to stop on their centres, more often
than with ordinary engines worked by cranks placed at right angles. To avoid
the inconvenience arising therefrom I provide means for moving the locomotivo
either forwards or backwards a short distance to move the engines over their dead
centres and admit of their being started. To effect this I employ a pawl carried
preferably by a lever that turns on a fulcrum near to the axis of one of the driving
wheels preferably on its axle box and acting in the manner of the well known
silent feed to grip the flange of the wheel and roll the wheel round when the lever
is moved in one direction but which allows the wheel to continue to revolve freely
in the same direction should the cylinders of the engine commence to drive the
wheels.
By placing the pawl on one side of the lever the engine may be moved forwards
and by reversing the position of the pawl and placing it on the opposite side of the
lever the engine may be moved backwards."
-
The lever which carries the pawl I attach to the piston rod of a cylinder to
which steam or fluid under pressure can be admitted or exhausted or which can be
opened to or shut off from a vacuum by means of a valve worked by preference by
hand so that the engine driver can readily cause the lever to be worked to and fro
to turn the wheel. The same cylinder may also be used for brake purposes.
In these and other engines particularly marine engines two or more pairs of
cylinders placed at any convenient angle may be made to work on the two main
crank pins the two cylinders of each pair being similarly made to act in opposite
directions so that the action of each pair has no tendency to shift the shaft in its
bearings otherwise than to revolve it-In this way the power of all the cylinders
may be conveyed to one shaft and the liability of the engine to stop on its dead
centres be avoided.
Dated him L
T

page_text: I, THOMAS RUSSELL CRAMPTON of No. 4 Victoria Street Westminster Civil
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:-
My improvements relate especially to that class of steam engines in which the
power is conveyed to the main shaft or axle by cranks placed close to and opposite
to one another at an angle of 180 degrees.
The cylinders I place one behind the other not centrally in a line but so that the
piston rod of the rear cylinder may pass as closely as may be alongside of the fore-
most cylinder. The cranks may be at one end of the main shaft or axle without
its being necessary to employ bearings on both sides of the cranks.
In a locomotive engine if two pairs of driving wheels are required I drive each
pair independently and preferably in this case I place the cylinders and cranks for
driving the axle of one pair of wheels on one side of the locomotive and the
cylinders and cranks for driving the other pair of driving wheels on the opposite
side of the locomotive or if more driving wheels are required a third pair may be
added and similarly be driven independently of the others. With a locomotive
formed in the above manner and with two pair of driving wheels and with outside
eccentrics and gear as in engines heretofore made by me the whole of the space
between the axles is available for boiler purposes and a large extent of grate
surface can be obtained.
To move locomotive engines off their dead centres I turn the driving wheels by
means of their flanges or tyres as hereinafter explained.
In locomotive and other engines more especially in marine engines in which the
main shaft is driven by two cranks placed opposite to one another I in some cases
use two pairs of cylinders placed at any convenient angle to work on to the two
main cranks placed on the main shaft-so communicating power from four cylinders
to the two cranks-the two cylinders of each pair being made to act in opposite
directions so that the action of each pair has no tendency to shift the shaft in its
bearings otherwise than to revolve it.
My improvements are illustrated in the drawing hereunto annexed.
Figure 1 shews a side view partly in section-Figure 2 a front view-Figure 3.
a longitudinal section. Figure 4 a front view partly in section and Figure 5 a plan
view of a locomotive engine having two pair of driving wheels each pair driven
independently by two cylinders as above explained.
AA see Figures 1 and 5 are the two cranks at one end of each axle B or B¹ of
each pair of driving wheels-E E are the two cylinders from the piston rods of
which the two cranks are driven these cylinders are by preference cast together.
The power from the two cylinders E E acting in opposite directions is conveyed
by connecting rods G G¹ through one driving wheel H nearly direct to the rails
whilst the other driving wheel H at the opposite end of the axle B or B¹ receives
its power through the whole length of the axle by torsion acting in one direction
only, thereby avoiding the alternating torsional effects produced in ordinary engines

page_text: having cylinders acting on the cranks a considerable distance apart or at the two
ends of the axle and at right angles to one another.
The pistons, piston rods, and connecting rods working with the two cylinders as
described I practically make of equal weight so that they balance one another.
The cylinders E E may both be of the same diameter and both be worked with
high pressure steam from the boiler or they may be of different diameters and the
steam be worked expansively from one to the other in the ordinary manner of
compound engines or the two high pressure cylinders may work on one side of the
engine and expand their steam into two larger cylinders ou the opposite side-In
which case the two cranks would be actuated on one side by the expanded steam
and on the other side by steam direct from the boiler. The cylinders E E are
shown to be placed one behind the other as above explained not centrally in a line
but so that the piston rod I of one cylinder may pass as closely as may be alongside
of the other cylinder.
In the drawing one slide valve J and two eccentrics K. Figure 5 similar to an
ordinary valve action are shewn as being used for controlling the supply of steam
to the two cylinders to drive the two pistons E¹ E² in opposite directions one
port L Figure 1 connecting to the two extreme ends of each cylinder the other
port L' connecting to the other ends O and O¹, the exhaust steam passes off by
the port N in the usual manner. If preferred separate valves may be used for each
cylinder and worked by distinct apparatus.
The cylinders and cranks for driving the axle of one pair of driving wheels are
shewn to be placed on one side of the locomotive and the cylinders and cranks for
driving the other pair of driving wheels on the opposite side of the locomotive but
the cylinders might be fixed in any other convenient position and if more driving
wheels are required each additional pair may be added and placed at any available
position and similarly be driven by two cylinders independently of the others.
The exhaust from both pairs of cylinders may be made to pass into one chimney
or separate chimneys P P may be used for each pair of cylinders as shewn at
Figure 4 in this case the smoke box may if desired be divided with a partition Q.
By forming the locomotive in the above manner and by using outside eccentrics
and valve gear the whole of the space between the two axles B B¹ is as before
stated available for boiler purposes. If a locomotive boiler of ordinary type were
made to occupy this space the fire box of the boiler would be about 3rd of its total
length the remaining rds not being utilised for grate surface but for other
purposes. In order to increase the power of the boiler within a given distance
I extend if desired the grate R. Figure 3 below the whole length of the tubular
part of the boiler or part of the length so giving very large area of grate
and fire box surface whilst the boiler assumes the form of an ordinary marine
boiler.
This construction also admits of the grate being fed from either or both ends-
this is especially advantageous in engines which have to run backwards and
forwards.
In Figure 3 the fire box is fed from the chimney end S the gases passing under
the boiler and returning through the tubes T to the chimney P P in the direction
of the arrows.
The boiler is made as shown in Figures 3 and 4 the centre part Figure 4 being
tied together by cross stays. The fire box F' is shewn circular but it may be open
at the bottom A. A. see dotted lines Figures 4 and 7, the same as in ordinary
locomotive fire boxes with a separate ash pan A'-Small supporting wheels U. U.
Figure 6 may be placed at one or both ends outside the driving wheels or may be
used below the central part of boiler if desired, in this latter case the bottom of
the boiler would be made just to clear the axle, or the bottom of the boiler or ash
pan may be notched out to receive it or if no intermediate supporting wheels be
used the boiler might be carried down as closely as convenient to the ground.
The locomotives need not necessarily be made with boilers of the kind shown
but I prefer that they should be so made as this arrangement of boiler permits

page_text: the two driving axles to be placed one at each end of the boiler as shown and
as close as convenient to it, the weights being practically equally distributed on
them With this construction also the four axle boxes V come sufficiently near
the foot plates to enable the driver to touch and examine the same through an
opening made in the foot plate, oven when the engine is in full speed. The foot
plate Y is free and on it can be placed steam or other gear for actuating the
brake or for other purposes, which apparatus can be at all times conveniently
inspected.
The locomotive shown in Figure 1 is adapted to be attached to an ordinary
tender.
Figure 6 shows a tank engine carrying its water and fuel in the ordinary
manner, a pair or more small wheels being placed at each end for carrying the
extra weight-the driving wheel axles may be made to slightly radiate by any
well known suitable method as well as the axles of the small wheels.
Engines constructed as herein before described will tend occasionally to stop on
their centres, to avoid the inconvenience arising therefrom I provide means for
moving the locomotive either forwards or backwards on the rails a short distance
so as to move the engines off their dead centres and admit of their being started.
To effect this I employ a pawl 1 see Figure 10 carried preferably by a lever 2
that turns on a fulcrum near to the axis of one of the driving wheels or other
convenient position preferably on a groove 3 turned on the flange of its axle box V
and acting on the principle of the well known silent feed used in timber frames
-the pawl when carried round in one direction by the lever grips the flange of
the wheel and turns the wheel round on the rails but allows the wheel to continue
to revolve freely in the same direction should the cylinders of the engine commence
to drive the wheels. By connecting the pawl by a rod from it to the foot plate,
the driver can disengage it at will or when the pawl has been carried down to
the end of its. downward movement it may be brought against a fixed pin as
shown at Figure 10 and so be held up out of action.
By placing the pawl on one side of the lever the engine may be moved forwards
and by reversing the position of the pawl and placing it on the opposite side of
the lever the engine may be moved backwards.
Two pawls may be used one for moving the engine forwards the other
backwards.
In this case whichever pawl was for the time not required to be used would be
held entirely out of action.
In Figure 10 the pawl is shown to move the wheel one way only.
In order to be able readily to move the lever which carries the pawl to and fro
I attach the lever preferably to the piston rod of a cylinder 4, Figure 10 to which
steam air or fluid under pressure, can be admitted or which can be opened to or
shut off from a vacuum by means of a valve worked automatically or by hand so
that the engine driver can readily cause the lever to be worked to and fro to turn
the wheel. The same cylinder may also be used for brake purposes as shown at
Figure 10, it is merely necessary to disconnect the piston rod from the brake gear,
Figure 10 and attach it to the pushing gear or vice versa. This can be effected as
shown in the drawing by a short connecting rod which can be swung into position
either to connect the piston rod to the end of the lever or to a lever used for
actuating the brake.
In place of the pawl being made to act upon the flange it might be made to act
upon the circumference or sides of the tyre. The above described means for moving
locomotives off their dead centres are applicable not only to locomotives formed as
herein described but also to locomotives of other construction.
Figures 8 and 9 show how two or more cylinders A. A. B. B. in pairs placed at
any convenient angle, say 90 degrees to the other two may be made to work on
the two main crank pins C and D the two cylinders of each pair being similarly
made to act in opposite directions so that the action of each pair has no tendency
to shift the shaft E, in its bearings otherwise than to cause it to revolve. In this

page_text: way the power of all the four cylinders may be conveyed through two cranks C. D.
placed at 180 degrees to one shaft and the liability of the engine to stop on its
dead centres be avoided as shown in Figures 8 and 9.
Having now particularly described and ascertained the nature of my said
invention and in what manner the same is to be performed I would have it
understood that I do not claim generally the use of two cylinders and two cranks
placed at 180 degrees apart but I declare that what I claim is —
1. In steam engines in which two cylinders are used to drive two cranks set
opposite to one another on the crank shaft placing the two cylinders end to end
and out of line with one another so that the piston rod of one cylinder may pass
close to the outside of the other cylinder for the purpose described.
2. The construction of locomotive engines substantially as herein before described
and illustrated in the drawing annexed.
3. In a locomotive engine transmitting power to the axle of a pair of driving
wheels through two cranks set opposite to one another on the axle on the outside
of one only of the driving wheels substantially as described.
4. A locomotive engine having two pairs of driving wheels one pair driven from
one end of their axle through two opposite cranks and the other pair similarly
driven from the other end and with the space between the two axles occupied by
the boiler substantially as described.
5. Dividing the smoke box of the locomotive by a fore and aft partition with a
chimney rising from each division substantially as described.
6. The construction of the boiler of a locomotive substantially in the manner
herein before described whereby it can be fired from either or both ends.
7. The employment of pawl mechanism substantially as herein before described
to act on the flange or other part of the tyre of the driving wheels of locomotives.
to move the locomotives over the dead centres.
8. The combination of four cylinders acting on two cranks placed opposite to
one another two of the cylinders being placed at right angles to the other two
cylinders and one cylinder of each pair working on to one crank and the other
on to the other crank substantially as herein before described.
Dated this 16th day of September 1886
CARPMAEL & Co.,
Agents for the Applicant.