IMPROVEMENTS IN LOCOMOTIVE ENGINES
Year: 1872

page_text: LETTERS PATENT to William Smith Hudson, of Paterson, Passaic
County, New Jersey, in the United States of America, for the
Invention of "IMPROVEMENTS IN LOCOMOTIVE ENGINES."
Invention of " IMPROVEMENTS IN LOCOMOTIVE ENGINES.”
COMPLETE SPECIFICATION filed by the said William Smith Hudson
at the Office of the Commissioners of Patents, with his Petition
and Declaration, on the 31st July 1872, pursuant to the 9th Section
of the Patent Law Amendment Act, 1852.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, WILLIAM
SMITH HUDSON, of Paterson, Passaic County, New Jersey, in the United
States of America, send grecting.
WHEREAS I am in possession of an Invention for "IMPROVEMENTS IN.
LOCOMOTIVE ENGINES;" and have petitioned Her Majesty to grant unto
exccutors, administrators, and assigns, Her Royal Letters Patent for
the same, and have made solemn Declaration that I am the first and.
true Inventor thereof..
NOW KNOW YE, that I, the said William Smith Hudson, do hereby
declare that the following Complete Specification under my hand and
A

page_text: seal fully describes and ascertains the nature of the said Invention,
and in what manner the same is to be performed, in and by the
following statement:-
The improvements are intended more especially for locomotives
adapted for hauling heavy trains at moderate speed, but some features
thereof may be used with much advantage on lighter and quicker
running machines.
The improvements are adapted for either narrow or wide gauge.
In all the forms in which I have developed the Invention the rigid
framework has been extended rearward and made to support a water
tank and provision for carrying fuel. It is not possible to realize all
of the advantages of the Invention without this feature.
The first part of the Invention relates to oblique equalizing levers
which support a part of the weight of the locomotive, and also to a
peculiarity of the construction of a part at the centre of a truck or half
truck, and the arrangement of the draw bar to pass through the same.
There have been many attempts by myself and others to attain such
a construction as will support the locomotive efficiently and allow the
greatest freedom of movement to its wheels. In passing over imperfect
joints or other roughnesses in the track, it is desirable to distribute the
shocks by equalizing levers from one pair of wheels to another or others,
so that more than one spring may be available at once to absorb the
concussions. This has long been done by various arrangements of the
levers.
My present Invention effects these ends in a very desirable manner,
and while avoiding the use of a cross equalizer it attains a part of the
effect thereof by equalizing from each side obliquely to a central point.
It has long been common to provide a draw bar not only at the rear
end but also at the front end of the locomotive, the latter adapted to
serve in connecting the locomotive to a train when it is obliged to work
by pulling backwards; and it has long been common to provide some
means of securing the centre pin of a truck or half truck of the
locomotive, so that in case of running off the track or other accident
the truck will remain connected. I effect this latter object by extending
the draw bar through an opening in the centre block of the truck, which
opening is not a mere split but is a complete loop or bow so as to loosely
enclose the draw bar above and below.

page_text: The following is a description of what I consider the best means of
carrying out this part of the Invention. The accompanying Drawings
form a part of this Specification and represent the novel parts with as
much of the ordinary parts as is necessary to indicate their relation
thereto.
3
Figure 1 is a side elevation; Figure 2 shows a half front and half
rear elevation at a single view, the two sides being alike; this Figure is
equal to a complete front and complete rear view.; the left side repre-
sents the front. Figure 3 is a plan view. Figure 4 is a side elevation
of a portion of the running gear at the rear end of the structure. It
represents the rim of the rear driver on the right and the rim of a
smaller wheel, and other principal parts of a half truck which is under
a rear extension of the main frame, which frame serves to support the
tank and fuel analogous to an ordinary tender. The tank over this half.
truck and the main body of the locomotive may be of any ordinary or
suitable character. Figure 5 is a plan view of the same parts. Figure 6
is a rear elevation half in section and representing the same parts. The
remaining Figures represent the work at the opposite end, the forward
end of the locomotive. Figure 7 is a side elevation, Figure 8 is a plan
view, and Figure 9.is a front elevation half in section. Similar letters
of reference indicate like parts in all these Figures.
Bis the main framing of the locomotive; C, C, are driving wheels;
the pair represented in Figure 4 is the hindmost or rear pair of drivers,,
the pair represented in Figures 7, 8, and 9 is the forward pair of drivers."
These may be the only ones, or there may be one pair between these as
shown in Figures 1 and 3, or possibly there may be more than one pair
between them, the drivers being always coupled together by side rods as
will be understood.
Referring to Figures 1 and 4, C₁ is one of the stout half elliptic.
springs over the bearings of the rear, drivers, and C2 is the link. com-
pounded as represented which depends from the rear end thereof, and
transmits the bearing or strains therefrom to the forward end of the
lever below. The levers below are marked H1, H2. Both are shown in
the plan view, Figure 5. They extend obliquely inward from the rear
ends of the springs C¹, C', of the rear drivers to a point close to the.
centre of a single Bissell truck. I have represented all the ordinary
mechanism of this truck by the letter W. It is represented quite fully
in the Figures and is sufficiently described, except with reference to the..
2

page_text: ..
peculiarities involved in this Invention by saying that it has but a
single pair of wheels, and is provided with a swing motion swinging
on short links. The Bissell radius arm extends forward in the form of
a triangular frame, and is pivotted by a pin to the main framing B as
represented. The novelty in the truck lies in receiving the equalizing
levers H¹, H, in oblique positions very near the centre, and within
what may be called the centre pin. The centre is formed with an open
casting which is guided. within a stout rigid framing B', which is fixed
to and forms a part of the main framing B. The.sides, are plane and
the entire casting P is rectangular in its horizontal section and open,
so that the draw bar. Q may move freely through it. The oblique
equalizing levers H', H³, turn on centres. ', ³, constructed and firmly.
supported under the main framing B as represented.. The axis of their
bearings are oblique to the length of the levers and stand in a line
extending directly across the framing. The consequent curves described
by cach end of each lever are in the planes forward and aft, the same
as if the levers were hung in the ordinary fore and aft positions. The
rear bearings of these levers H', H2, are within the central casting or
block P over the truck, and as near to the centre as is practicable,
while leaving room between them for the small central confining
bolt p. The locomotive bears on the system of levers at the points h', h²,
and these bearings are widely enough separated or are each far enough
out from the central line of the machine to give the character of side
bearings to the support thereby afforded. The other end of the loco-
motive may be supported at the centre, which arrangement I will
presently proceed to describe) and the locomotive will then ride properly.
In other words my arrangement allows the bearing on the rear truck
to be actually central, while preserving to the main structure the
character of side bearings. In the case of the employment of three
or more pairs of driving wheels, there are equalizing levers at the sides
between the rear drivers and the drivers next forward thereof.
Good mechanics will not need to be reminded, that the system of
equalizing levers must not be extended at the sides so as to include
the forward pair of drivers. In other words the equalizing system at
the rear must be somewhere distinctly separated from the system of
equalizing levers at the front. The front system is an ordinary centre
bearing system, the rear system is a novel and peculiar side bearing
system, operating with the effect on the truck of a centre bearing, and

page_text: with the effect on the locomotive of a side bearing, only with the side.
bearing at the points h¹, h², further inward toward the centre line than
usual. When in the rapid motion of the locomotive a roughness is
encountered by the rear. driving wheel C, so as to tend to cause its
spring C¹ to bend violently, it distributes the shock through the lever H¹
not to the opposite driving wheels, but to the truck W by throwing
the shock on the centre thereof. To the extent that the springs of
the truck may yield, there is a slight motion transmitted through the
other oblique equalizing lever H2 to the opposite driving wheel. But
the effect of this is very different from that of an ordinary cross
equalizer, which conveys the shock directly across. And when at a
brief interval later one wheel of the half truck encounters the rough-
ness, the truck rocks as much as may be required, agitating its centre
of course to half the extent, and transmitting that agitation through
both the oblique equalizing levers H', H2, alike. The centre casting
or block P is made with an opening through it, and the draw bar Q
stands and plays forward and back in the opening thus provided.
The top of the casting P being closed so that the metal is extended
across over this opening causes the casting P and its attachments and
thus the whole truck to be loosely locked to the locomotive by the aid
of the draw bar. In case of derailment or other accident the truck is
permanently hung to the casting or open block P by the union of the
swing beam J thereto through the central bolt p, and the casting P is
reliably connected to the locomotive by the locking effect of the draw
bar Q extending through the opening of the block P.
.
Referring to Figures 7, 8, and 9, which represent the parts at the
forward end of the locomotive, here the Bissell half truck and its springs
and parts represented by the single letter V may be of the ordinary
construction except at the centre. The centre casting or block and its
relation to the forward draw bar is the same as has been already
described for the corresponding parts at the rear, except that it has to
receive but a single equalizing lever I. At this end of the locomotive
there is an ordinary cross lever, which I generally term a cross equalizer,
which is represented at H, and a fore and aft single lever as indicated
at I. The cross equalizer H is suspended to the forward ends of the
forward springs C₁ by means of ordinary links C, and the fore and aft
central equalizer I turns on the centre i and bears in the centre casting P
over the forward truck, as will be obvious. The connection of the rear

page_text: end of the equalizer I to the cross equalizer H has a nut and jam nut
to allow of adjustment from time to time to compensate for the partial
failure of any springs, and to allow for a completely satisfactory adjust-
ment of the position of the parts at any time.
The operation of the parts at the forward end of the locomotive is
closely similar to that of any other centre bearing half Bissell truck
with a central equalizing lever, but the peculiarity due to the openwork
construction of the casting P with its closed top and the passage of the
draw bar Q through it, as shown at either end of the structure, is
realized when the locomotive is thrown from the rails.
Figures 10 to 18 inclusive represent this modification, and the following
is a description of what I consider the best means of carrying out this
part of the Invention.
It relates to the employment of a laterally moving truck at each end
of the structure with side supports at one end and a centre support at
the other end; also to the arrangement of equalizing levers within the
main framing, and of a cross lever to scrve as a partial cross equalizer'
between the side springs and the truck; also to the arrangement of
the draw bar to extend through a part of the work of the truck without
interference with the side movement of the truck.
any
rear.
Referring to the Drawings Figure 10 is a side elevation of the entire
construction; Figure 11 is an end elevation half in front and half in
The left side of the central line is a front elevation, the right side
is a rear clevation. The Drawing is equivalent, as will be well under-
stood by draughtsmen, to two complete elevations. Figure 12 is a plan
view showing the relation of equalizing levers and what I term a partial
cross equalizer. The remaining Figures show some portions of the
locomotive on a larger scale.
Figure 13 is a side elevation of the running parts at the rear;
Figure 14 is a plan view of the same; Figure 15 is an end elevation
partly in section; the left side is an elevation from the rear, the right
side is a section in the plane of the centre pin. Figure 16 is a side
elevation of the running parts at the front. Figure 17 is a plan view
of the same. Figure 18 is a front elvation and vertical section of some
of the front work; the left side is a section, the right side is an elevation.
Similar letters of reference indicate like parts in all these Figures.

page_text: ·
There is a truck at the rear which is adapted to both swivel and move
from side to side. The fire-box of the locomotive is overhung behind
the rear drivers, and is thus supported between the drivers and the rear
truck. There is a truck or half truck, composed of one pair of wheels
only in the front of the locomotive. There are equalizing levers
distributing the shocks between the driving wheels and the truck at
the front, and the equalizing levers on one side are peculiarly connected
with the corresponding equalizing levers on the other side of the
locomotive by the cross beam or partial cross equalizer which performs
important functions.
A is the boiler, and its attachments B is the fixed framing, which is
secured to the sides of the boiler in the ordinary manner, and extends
rearward to form the framing of the tender.
This extension may
be forged in one with the other part of the framing, or it may be
stiffly secured thereto by bolting or otherwise. W is the rear truck
adapted to support the weight of the tender M and also a portion of
the weight of the rear end of the boiler A. Its general construction
and functions will be understood from the Figures. Sufficient side
'
motion is permitted as will appear further on to allow for all the curves
in the track. The position of the central line of the structure is
determined by the two pairs of driving wheels C, C; M is the part
which performs the functions of the tank or body of an ordinary tender.
The cylinders 6 stand at a low level slightly inclined as represented.
The frames B are depressed in passing the cylinders and take hold very
firmly of these important members of the mechanism at or near the
front end of the cylinders. The frames B are bent upwards, and thus rise
abruptly to a height quite above the cylinders. They thence extend
forward on a level and are connected by suitable cross beams and braces.
The front bearing wheels K, which with their connections form what
is sometimes known as a single Bissell truck, have ample room to play
from side to side and to perform all the vertical and swivelling motions
required. It will be understood that this single Bissell truck is
connected by a rigid radius bar to a point a little in front of the
forward drivers, being in this respect identical with the ordinary con-
struction of such Bissell trucks. The equalising levers G mounted
below the frames B between the springs C¹, C', over the two pairs of
driving wheels C, C, equalize between them. The forward equalizing
levers D, D, equalize between the front drivers and the single Bissell

page_text: truck wheels K. They are crooked so that while their centres are
at a low level the forward ends are high and rest properly on suit-
able bearings on the truck and are mounted in positions parallel to
each other within the framing B and nearer together than the other
.equalizing levers G. The connections are formed between thesc
two sets of equalizing levers G, G, and D, D, by means of the
partial cross equalizer H. This latter beam connects across between
the springs of the forward drivers. If the connection to the bearing
wheels in front was by a single lever from the middle of this cross
beam H the latter would tilt freely, and would thus perform the
functions of an ordinary cross equalizer. If on the other hand the
front levers D were as wide apart as the rear levers G the cross beam H
would perform no function. My arrangement connecting the front
levers D at a point intermediate between the centre and the sides makes
the cross beam H perform with a portion of the effect of a cross
equalizing lever, but still affording side bearings to the front of the
entire structure.
It will not be necessary in this Specification to analyze mathematically
all the strains and motions. The levers D may be placed a little nearer
together or a little wider apart than here represented, and in proportion
as their distance apart is lessened the cross beam H will perform in a
greater degree the functions of a cross equalizing lever. But I esteem
it important to mount them in about the positions represented, so that
while a portion of the effect of a cross cqualizer is obtained in distri-
buting the shocks, a good part of the effect of the side equalizers is
retained to aid in the stability of the locomotive. The rear truck W
supports the structure only at tlie centre, and perfect cross equalization
at the front would be incompatible with the proper vertical support of
the locomotive. It is important that the forward levers shall support
the machine on the two sides independently without perfectly equalizing
across. My levers D are sufficiently wide apart for this purpose, but
the tilting of the cross beam H under the several shocks partially
conveys across and diffuses the effects of the shocks and concussions
among all the springs. The rear truck is free to move laterally and
to be guided by the rails. It may be permitted to connect this truck
to the locomotive by a radius arm extending forward from the truck
frame and pivoting to a point at a proper distance forward on the main
framing B and having a limited freedom, but it is not necessary
sometimes to leave it frec.
:

page_text: j
1
It is extremely important however that it be capable of lateral motion.
.The position of the centre line of the structure is determined by the
driving wheels C, C, and as the structure projects in a rigid form a long
way behind the rear drivers there arises a necessity for allowing a
considerable lateral movement of the framing B and the parts supported
thereon to one side or the other upon the rear truck. Another way of
stating this is to say that a considerable liberty must be allowed for a
lateral movement of the truck under the framing. I allow this by the
swing links which suspend the weight to bolsters or rigid cross pieces
on the truck framing. The mechanism is the same as for a truck
in a different position. When any inequality or curve in the track
causes the truck to move to one side under the framing or causes the
framing B and its supported parts to move to one side upon the truck,
the swing links allow such movements but compel a lifting of that
portion of the framing B, and, the inclination of the mechanism is to
constantly bring back the truck and framing to their original coinciding
positions. I esteem it an important advantage to connect the draw
bar Qat a point nearer the centre of the length of the locomotive than
usual. In passing around curves and at the same time pulling hard on
a train the draw bar inclines obliquely to one side as is well understood,
and if attached at the extreme rear exerts a strong lateral force to
derange the position of the locomotive.. By extending the draw bar past
the centre of the truck and attaching it nearer the centre of the loco-
motive its length is so increased that its obliquity is materially lessened
under certain conditions, and the effect of the lateral force is always
diminished by being received not at the extreme end but nearer the
centre. This feature is important irrespective of the precise manner in
which it is attained, which latter may be modified in various ways.
especially important in structures having so great length as mine.
It is
Figures 19 to 27 inclusive represent another modification of the
Invention. In this the rigid frame is extended rearward and made to
support or form a part of the tender, and is also extended forward and
made to support a tank at the front. There is a truck under the tender
or extension at the rear and another under the extension at the front,
cach of which is adapted to both swivel and move from side to side.
The fire-box of the locomotive is overhung behind the rear of the drivers,
and is thus supported between the drivers and the truck at the rear.
There are equalizing levers distributing the shocks between the driving
wheels and the truck at the front..

page_text: This part of the Invention relates,—.
First. To the front tank and laterally moving truck under the same
in their relation to each other and to the frame and body of the
locomotive.
Second. To the mounting of a tank for water on each end of an
extended framing to the body of the locomotive rigidly connected.
And, third. To the system of equalizing levers extended outward and
including the support of one or both of such tanks.
The following is a description of what I consider the best means of
carrying out this part of the Invention.
The remaining
Figure 22 is a
Referring to the Drawings Figure 19 is a side elevation of the entire
structure; Figure 20 shows a half front and a half rear elevation at a
single view. The two sides being symmetrical the single view is equal
to a complete front and complete rear view. The left side represents the
front. Figure 21 is a plan view of the principal parts.
Figures represent some of the work on a larger scale.
side view of the running parts at the rear; Figure 23 is a plan view of
the same; Figure 24 is an end elevation partly in section; the right
'side is a section, while the left side is an elevation as seen from the rear;
Figure 25 is a side elevation of the running parts at the front; Figure 26
is a plan view of the same; Figure 27 is an end elevation partly in
section. The right hand side is an elevation from the front. The left
hand side is a vertical section in the plane just forward of the swing
beam.
It will be understood that any part not here shown may be formed and
connected in any ordinary or suitable manner. Similar letters of reference
indicate like parts in all these Figures.
A is the boiler and its fixed attachments which may be in the
ordinary form; B is a rigid framework extended rearward to support a
tank and the provisions for carrying fuel, and also extended forward
to support another tank. A portion of the water supply is intended to
be carried at each end of the machine as will appear further on. There
are threo pairs of driving wheels marked C, C, C; the forward and rear
pairs are flanged and form the guiding wheel base. The frame B, B,
extends along on each side of the structure and performs its ordinary
functions of properly sustaining the several working parts. It also
extends forward and backward beyond the ends of the boiler so as to

page_text: perform other and unusual. functions.
These extensions may be the
same piece of metal or several pieces firmly bolted, but it is important
that they be strongly and rigidly connected so that the whole shall form
one firm carriage. A four-wheeled truck turning on a swiveling pin or
king bolt is provided at each end with provisions for allowing the truck
to both swivel and move laterally by means of a swing beam.
What I term the swing beams are marked J, and the links ; which
suspend them allow the trucks to move to one side, and the other in
passing inequalities in the track and allow the ends of the main body
of the structure to stand over on one side or the other of the track as
required in describing curves.
In taking in a supply of fuel or water all the fuel must be taken on
the rear portion which corresponds to the tender proper. A portion
of the water required is stored in the tank M provided there, but more
of the water is received in the forward tank N. Pipes not represented
are provided for connecting cither or both tanks at will to the feed
pump or equivalent means for forcing the water into the boiler. As
the water is consumed in the boiler in the progress of the work, the
engincer by turning the proper cocks not represented supplies the water
to the pump from the forward or hinder tank at pleasure, and thus he
can keep the long structure very equally loaded at each end. Or if for
any reason it be judged expedient to run with either end lighter the
water can be taken more rapidly from that end. D, D, are equalizing
levers extending fore and after under the smoke box and serving to
equalize between the forward truck and the forward drivers. Their
rear ends bear on a partial cross equalizing lever H, which bears on the
forward ends of the springs of the forward drivers. The several drivers
equalize among themselves by an arrangement which is very clearly set
forth in the Drawings, that is to say, there is an equalizing lever on eacli
side which equalizes between the front drivers and the middle drivers,
and an equalizing lever on each side further back which equalizes between
the middle drivers and the rear drivers. The arrangement of the springs
and their actions on the equalizing levers may be of the ordinary
character. The system of equalising levers employed at the front end
of the structure forbid the boiler and the entire structure to incline
to either side; in other words it affords side bearing supports. The
hinder truck is centered and is not connected by equalizing levers to
the other work: The centre R through which the weight is transmitted

page_text: from the forward end to the framing B to the swing beam J of the
forward truck below is of small diameter as represented. It must
necessarily be central, and it is highly important that the draw bar by
which the hauling is effected when the engine is running backwards
shall extend past this point and be also exactly central. I overcome
the difficulty by making the draw bar Q with a yoke which loosely
surrounds and encloses the centre pin or post R without touching it.
The draw bar is made in two parts Q' and Q. The forward end Q³
is forked as shown, and two stout branches extend rearward past the
centre R at a considerable distance therefrom so as to allow all the
'freedom of motion which is ever required. The rear portion Q¹ of the
draw bar is made with a T end, and the ends of the T or cross part are
let up into recesses in the base of the branches of Q2, as indicated in
dotted lines in Figure 25. "The rear ends of the branches or forks are
thickened to afford increased strength at this point, and the parts may
be kept properly locked together by small bolts or other ordinary means
not represented.
It will be observed that both the forward and hinder trucks are
four-wheeled and are entirely free or self guiding, except as they are
constantly drawn towards the centre line of the locomotive by the action
of the links j through which the weight is transmitted thereto. There
may be radius bars, but I do not esteem them essential. On the contrary
the flexibility of the entire structure due to the trucks being free to
move, laterally and being guided only by the rails I consider an
advantage in this long structure, owing to its easy self-acting adaptation
in traversing reversed curves and switches.
The construction and arrangement of the system of equalizing levers
at the front deserves a special and minute description. The bearing
points of the system upon the front truck, and which have the effect to
throw upon the truck its proper share of the load, are at each side near
the ends of the swing beam J. These bearings allow their shoes or
supports to move forward and backward under them as the truck swivels
and provide for the slight rocking required by means of V shaped
pieces t, shown at or near the centres of the longitudinal levers T. The
latter are crooked in the vertical plane, as shown in Figure 25, and
extend in nearly parallel positions fore and aft, as shown in the hori-
zontal plan Figure 26. They bear upward at their forward ends on
suitable bearing joints, as shown under or within the main framing B:

page_text: They also draw upward at their rear ends on links U, which connect
them to the forward equalizing levers D, D. . These latter levers having
their fulcrums under the forward end of the smoke box receive and
support the weight of the locomotive efficiently at those points, and
transmit the load and the shocks forward and backward between the
several other levers and springs in a manner analogous to the ordinary
well-known equalizing levers. But the action of these equalizing levers
is peculiar in being partially equalized across from one side to the other
though not entirely. The cross bar H serves as such partial cross
equalizer. The levers D, D, stand considerably within the framing B;
and they are thus connected to the cross lever H at points considerably
nearer the centre than the bearing springs C¹ which are over the forward
driving wheels. It follows that any shock received by the forward
truck wheels and transmitted through the levers T'and D to the cross
lever H is felt to some extent by the springs on each side of the loco-
motive; but it is felt much more by those springs on the side of the
locomotive where the shock is received.
The system at the front of the entire structure is essentially a side
bearing system of supports. The partial equalizing across due to the
construction and arrangement of the lever I does not defeat this end.
The support at the rear of the entire structure is essentially and literally
a centre bearing. The locomotive therefore rides over any twisted or
irregular portion of the track in the long approved manner due to the
supporting of the locomotive on substantially three points, side bearings
at the one end and centre bearing at the other end.
.
1
:
Figures 28 to 36 inclusive. represent another modification of the.
Invention in which the improvements result in giving a wide furnace
within a narrow frame casy riding upon the wheels and a favorable,
distribution of the shocks, between the several parts of the carrying,
mechanism. There is what is known as a Bissell half truck at cach
end, and the load is distributed thereon through equalizing levers.
peculiarly arranged, and with springs arranged in a novel manner,
relatively thereto. The unions of the extreme ends of the structure
with the swing beams which ride on the half Bissell, truck are effected:
by means of nearly horizontal links extending crosswise of the framing
and forming a kind of parallel motion which hold the work very strongly.
in position laterally and allow it to rise and sink with unusual freedom...
The framing of the locomotive is extended rearward to include ther

page_text: tender frame in one rigid piece therewith.
The fuel is carried in the
usual position and the water in the same and in additional tanks
extending along the sides of the boiler.
The construction is admirably adapted for very narrow guage rail-
roads, but I do not confine its application thereto.
The following is a description of what I consider the best means of
carrying out this part of the Invention.
Referring to the Drawings Figure 28 is a side elevation of the structure
entire; Figure 29 is an end elevation, two views in one; the left side
is a front elevation of half; the right side is a rear elevation of half;
Figure 30 is a plan view of the principal parts. The remaining Figures
are on a larger scale. Figure 31 is a side elevation showing a portion
of the work at the rear; Figure 32 is a corresponding plan view showing
some of the same parts; Figure 33 is a rear view partly in section
showing the construction of some of the parts at the rear; Figure 34
is a side elevation; Figure 35 is a plan view; and Figure 36 a front
elevation partly in section, showing the construction and arrangement of
some of the parts at the front. The right side of Figure 36 is a front
view of half; the left side of the Figure is a cross section of half.
Similar letters of reference indicate like parts in all these Figures.
A is the boiler; B, the extended frame, and C, C, C, are the driving
wheels. The shocks received by the foremost and middle pair of driving
wheels and by the forward truck are equalized between each other by a
system of equalizing levers which is plainly represented; the half elliptic
springs C¹ over the axels of the driving wheels being connected together
between the middle and forward drivers by longitudinal equalizing levers
mounted below the frame, and those over the forward drivers being
connected to a centre bearing over the truck axle by means of longi-
tudinal equalizing levers D mounted at the sides and a cross equalizing
lever H extending across at the front. The shocks received by the
rear pair of driving wheels and the rear truck are equalized between
each other by another and entirely independent system of equalizing.
levers, which has the effect to support the structure. with reasonable
stiffness laterally, or in other words to produce the effect of side bear-
ings, while the forward system of equalizing levers leaves the structure
entirely free to tilt laterally within reasonable limits, or in other words
has the effect of a centre bearing. Breaks operated from the footboard
are introduced between the rear drivers and the middle drivers. The
*

page_text: part corresponding to the swing beam at the front is itself a stout half
elliptic spring. It is hung up at the ends by links which are suspended
to the truck at à considerable elevation, so as to give a considerable.
length to the links and allow the trucks to swing to one side, and exert
only a gentle force in drawing it back again to its central position.
The power of the steam is exerted in the ordinary manner through the
agency of a piston and piston rod properly guided, which connects to.
the central pair of driving wheels, and from which latter side rods
extend forward and backward to the other pairs of drivers. The forward.
driving wheels are without flanges; the middle and rear pair are flanged
and control the position of the structure on curves. The forward and
rear trucks should be adapted by proper adjustments of the length of
the radius bars to their various conditions in traversing around curvés,
that is to say, on any given curve the forward end of the structure.
stands further away from the central line of the track than the rear
end, by reason of its greater distance from the controlling flanged wheels,
and this should be allowed for. The longitudinal frames B, B, are con-.
nected across at the front by stout cross pieces B¹, B'. On the centre
of this is firmly bolted a hollow casting B² which encloses and guides.
an openly constructed piece of iron or steel R extending up and down:
as shown, and which receives the supporting force of the front half.
truck K through the medium of the transverse spring J fixed in it below.
This spring J serves as a spring to deaden the shocks and also as 'a:
swing beam to allow the truck to swing or move to one side or the.
other through the facility afforded by the freely swinging links j.
depending from the posts or elevations K' fórmed on the truck K. The
cross equalizing. lever H is pivoted in this vertically moving piece R-
at its centre. The bearings which guide the piece R in the part B
may be provided with wedge-shaped adjustible pieces or otherwise
equipped to allow them to be tightened occasionally so as to form a
steady contact and avoid rattling, while allowing a reasonably free ver-
tical motion to accommodate the shocks and concussions. The upward >
projections or posts K¹ on the truck K stand within the side frames B,
so that the severest plunges of the locomotive in moving rapidly over.
a rough track will not touch them. At the rear of the structure it.
will be observed that the rear drivers have not half elliptic springs
mounted in the ordinary. position over the bearings, but that there.
is: instead a pair of unusually massive half elliptic springs mounted :
in an inverted position further rearward, and so arranged that the...

page_text: bearings of the rear drivers press up under their forward ends. The
springs are marked E. The rear end of each bears on a suitable.
shoe bolted on the corresponding frame B. The middle of each is. tied.
down by a stout strap e to the forward end of an oblique lever N,"
two of which levers extend obliquely inward and rearward ready to
support any load imposed thereon and to transmit it forward to the
bearings of the rear drivers and backward to a point over the centre
of the rear truck. The locomotive rests a considerable portion of its
weight on these oblique levers N but not directly. The pressure or
load is transmitted through stout cross frames or other connections
to the centre straps n', n', of a pair of half elliptic springs n, one of
which stands directly over one and the other over the other of the
oblique levers N, and transmits the force thereto, but with the shocks.
and concussions materially softened. They are softened first by the
action of the stout spring E, and secondly by the action of the more
ordinary spring n. The effect in supporting the structure laterally
against any tilting or capsizing force is the same as if the supporting
point was unyielding at each strap n¹. As these bearing. points n', n',
are not in the centre line of the structure, but are well over to each
side respectively, the support is a side bearing support, and serves as
such, although the part of the load which it transmits to the rear
truck W is there received at its centre and the truck is consequently
allowed to rock freely to conform to all the irregularities of the road.
The swing links vare mounted at a higher clevation than usual, by
being pivoted on the upward projections or posts on the truck in the same
manner as above described, at the front, except that it is less high.
They transmit the supporting force of the truck to the centre, and
thence to the rear ends of the oblique levers N, N, through the medium
of the swing beam V and a block X, which rests on the centre thereof
and receives the rear ends of the levers N, N, as shown. The action
in allowing the truck to rise and sink and tilt is of the ordinary
character and will be readily understood. So also is the firm pivotting
of the entire half truck W.to the body of the locomotive, which it will
be understood is mounted as usual upon the frames B, the pivotting
being effected as, usual by means of a pin (not shown in the Drawings)
applied in the usual manner in the open radius bar extending forward
But the provisions for holding the centre X and consequently the
rear ends of the obliqué equalizing levers N, N, and the swing beam V
firmly in their central position relatively to the framing B are peculiar.

page_text: I employ a system of levers forming what has been often used in other
combinations and called a "parallel motion." It works with the
ordinary advantages of very slight friction and gives a great degree of
strength with small amount of material. Y is a link curved in a double
reversed or partial S form as represented.. Its lower end is held by a
pin x between lugs formed on the centre piece X. Its upper end is
adapted to traverse to a small extent right and left in a slot formed in
the framing B. A point near its centre carries a stout forc and aft pin y,
which receives two parallel links Z, which are slightly curved as
represented and extend upwards in an inclined position and connect
to a pin z in a cross piece B of the framing. The pin at the upper
ends of the links Z is directly over the pin x at the lower end of the
links Y. As the truck rises and sinks in passing over irregularities in
the road or as the body of the locomotive rises and sinks or pitches
and plunges the links Y and Z change their position relatively to each
other like the halves of a pair of scissors, and always maintain the
mathematically correct position of the centre X, and its attached
parts V and the rear end of the oblique levers N, N, under the centre
line of the framing B. The action of the heavy spring E need be but
slight to afford the usual amount of liberty for the rear drivers to rise
and sink in passing over irregularities. The shocks thus received, as
also those received by the wheels of the rear truck W, are partially
softened by the stout springs E, and again further softened by the
springs n, and thus gently transmitted through the bearings n¹ to the
body of the locomotive.
'
Figures 37 to 45 inclusive represent another modification of the
.Invention. This relates to details of the construction, which among
other advantages facilitate the manufacture and repairs and promote the
stiffness, strength, and durability of the structure. The general construc-
tion is analogous to what has been before successfully tried. There is
a Bissell half truck at each end.
117
The following is a description of what I consider the best means of
carrying out this part of the Invention.
.
Referring to the Drawings, Figure 37 is a side elevation of the
entire structure. Figure 38 is an end view serving as a double Drawing;
the left hand side is an elevation of half the front end, the right hand
side is an elevation of half the back end. Figure 39 is a plan view
showing the running gear and side tanks which extend along the side
B

page_text: "
of the boiler and smoke box. The remaining Figures represent certain
details on a..
.larger scale. Figure 40 is a side elevation showing the
rear driving wheels and the rear truck with the connecting work.
Figure 41 is a plan view of the same. Figure 42 is a rear view of the
same, half in section. Figure 43 is a side elevation of the forward E
driving wheels and the forward truck with the connecting and adjacent
parts. Figure 44 is a plan view of the same. Figure 45 is a front
view of the same half in section. Similar letters of reference indicate
like parts in all the Figures..
A is the boiler; B is the rigid frame; C, C, the three pairs of driving 1
wheels, and K, K, the truck wheels. There are three pairs of driving
wheels with a system of equalizing levers, equalizing the shocks between
the centre and front pair and the forward truck. This system equalizes
across and gives the effect of a centre bearing by allowing the structure
.to tilt or incline laterally with perfect freedom according as it is required 1
by the rear system of bearings and equalizing levers. The rear system
of equalizing levers equalizes between the pair of rear driving wheels
, and the rear truck. It gives the effect of side bearings and supports
the locomotive laterally. The construction and arrangement of the
equalizing levers and springs at each end of the structure is peculiar.
Referring first to the forward end of the structure and inviting attention
particularly to the plan view, Figure 44, H is a cross equalizing lever
which equalizes between the springs and equalizing levers at the two
sides; G is a central fore and aft equalizer, which extends forward
from the centre of the cross equalizer H to a bearing over the truck
axle, and is supported by a stout rock shaft G₁ which is capable of
rocking slightly in bearings fixed on the framework B. As the forward
truck rises and sinks in passing over irregularities in the road the
lever G oscillates, the shaft G¹ turning slightly in its bearings to allow
of this motion. While it is a chief peculiarity of the Bissell half truck
that it is capable of moving from side to side under certain restrictions
as is well understood, it is important that the lever G and its con-
nections be held against any lateral motion and be capable simply of
oscillating up and down. It is usual to provide elaborate constructions
over the truck centre to guide the work in this respect so that while
the truck shall move laterally the swing beam and the connected work
above shall be stiffly held in a fixed relation to the centre, line of the
structure. I accomplish these ends by means of the lever G and its
connections properly braced. The forward end of the lever G is turned

page_text: to the form of a sphere with the top flattened or removed. The lower
half of the sphere rests in a corresponding hollow bearing in a block
suspended under a transverse spring J, shown in Figures 43, 44, and 45.
I brace the forward end of the lever G by means of diagonal braces 9, I,
connecting between the ends of the rock shaft G₁ and the forward part
of the lever G. Any tendency of the spring J and its connections to
move to one side or the other is received by the ball joint on the forward
end of the lever G, and is resisted by the stout rock shaft G' to which it
is transmitted through the aid of the braces 9, g. Behind the rock
shaft G¹ the construction and effect is of the ordinary character. It
may be proper to remark here that the forward driving wheels are
made wide in the tread and without flanges. The position of the
structure is controlled in curves by the centre drivers and the rear
drivers, both of which are flanged. The transverse spring J serves in
place of what is ordinarily a rigid swing beam with the advantage that
its elastic action contributes to the softening of any shocks received.
"As springs are liable to be short lived, from the failure of one or more of
the leaves at intervals and require to be frequently taken out and
repaired or exchanged, it becomes important to provide for effecting
this with little labor and with the removal of but a small quantity of
carefully executed work.
My Invention allows the springs to be made in the plainest possible
manner. It is formed as usual of a series of thin plates superposed
one upon another and sustained in position by means of teats or small
projections in the one fitting in elongated holes or short grooves in its
neighbor. The ends are formed plain and simply rest upon bearings
provided in the bottom of the swing links j, j. The links j are longer
than usual and are suspended to high points so as to hold the work at
a proper level and give great freedom for lateral motion. The lower
ends of these swing links j are tied to the centre work by means of
horizontal links or tie pieces i, which connect to joints on each side of
a peculiar central box or deep strap marked I, the several functions of
which will now be explained. The box I first encloses in its lower
portion the bearing box for the hemispherical end bearing at 'the
forward end of the lever G. Above this it encloses the several leaves
of the transverse spring J, and above this it encloses a wedge piece F
which is held in position by the aid of a screw and nut f, and binds the
leaves of the spring J firmly together. Whenever the spring J needs
renewal or repairs it is not necessary to destroy any of the work. The

page_text: "
structure being "jacked up so as to relieve the parts I, J, from strain
the nut is unscrewed, the wedge piece F removed, and then the
spring J may be removed and repaired or exchanged at pleasure, to be
returned and secured by the reverse of the above operations.
O is a
guard strap which is bolted upon the cross piece on the framing B, and
encloses the lever G as a safeguard against great derangements of position.
It is of especial importance in the case of derailment.
Turning now to the work at the rear end of the structure, the Bissell
half truck at the rear is similar in its general features to the corre-
sponding part at the front. The spring J serving as the swing beam
and the deep strap I which encloses it are exactly similar to those at
the front, so also of the horizontal links or tie pieces i. The suspension
links which hold up the weight are analogous to those at the front
but are not as long. The space under the tender does not allow for as
high a suspending point for these links as at the front. The swing
beam and its connections are held laterally in a manner corresponding to
that elaborately described at the front, that is to say, there is a stout
rock shaft G¹ longer than at the front in suitable bearings and supporting
an equalizing lever or a corresponding scies of levers which receive the
load. This rear rock shaft is marked (, like the corresponding part at
the front. An arm of the equalizing lever extends rearward therefrom
marked G, and it is braced laterally by diagonal braces g, g. Thus far
the arrangement corresponds with that at the front, but the lever G is
not extended directly across the rock shaft G to connect to a cross
equalizer as at the front.
'
11.
The construction is modified in a very important respect. Two arms
G², G², rigidly connected to the rock shaft G₁ extend forward just inside
of the framing B, and taken together they form in effect an extension of
the central equalizing lever G, but with this difference that they are wide
apart and rigid in their position relatively to the rock shaft, and there is
no cross cqualizing action. M', M³, are two springs mounted obliquely as
represented, so that the rear end of each is over one of the arms G².
The forward end of each spring M³ is tied down by a suitable link (not
shown in the Drawings) to the framing B, the rear end of each is tied
down by a suitable link m to the forward end of the corresponding
arm G². The centre of each spring M³ bears on the box which encloses
a bearing of the rear driving axle.

page_text: The peculiar arrangement of the equalizing system at the rear will
now be understood. Any concussion received by one of the rear driving
wheels bends the adjacent spring M and transmits the strain with-ȧ
slight motion to the corresponding arm G² and slightly rocks the rocking
lever G¹ and bends the spring J, which forms the swing beam of the
rear truck. But none of this strain is felt on the opposite spring M³.
The effect is rather to relieve that spring on the opposite side of the
locomotive, but the relief is not such as to induce any disturbance in
the action. In case there is concussion on both the rear driving wheels
at the same time, both the springs M², M³, bend simultaneously and
transmit a corresponding strain to the centre of the rear truck.
It will be readily seen that some of the features shown in the modifi-
cations may be used with success in connection with other modifications.
Thus, I may use the spring swing beam shown in the last modification
with the oblique equalizing levers shown in the first modification.
What I claim as my Invention is as follows:-
Referring to Figures 1 to 9, I claim,-
.:
I
1st. The oblique equalizing levers H', H², supporting the locomotive
on practically side bearings h¹, h³, and converging to the centre line of
the truck or half truck W, and arranged to serve relatively to said truck
and to the springs C₁ of one or more pairs of the driving wheels, as
herein specified.
2nd. The closed top of the open casting P forming the central pivot
of a truck in combination with the draw bar Q playing through the
same and adapted to serve therewith, as herein set forth:
3rd. The central block P rising and sinking freely as required, but
restrained from turning within the guidés B', and transmitting the
weight from the equalizing system of levers to the swivelling central
bearing of the swing beam of a truck, as herein specified.
4th. The opening through such central block P with the draw bar Q
arranged to play freely therein, as specified.
5th. The adjusting screw L in combination with the equalizing levers
G, H, I, and arranged to serve therein, as and for the purposes herein
specified.
Referring to Figures 10 to 18, I claim,
6th. The partial cross equalizing lever. H. serving between side
bearings equalizing levers D, D, mounted within the main framing, the

page_text: 16th. The combination of a parallel motion device, substantially as
specified, with the framing and truck of a locomotive, the parallel
motion consisting of the links Y, Z, and pins x, y, z, arranged to serve
in the manner and for the purposes herein specified.
Referring to Figures 37 to 45, I claim,—
17th. The rock shaft G', equalizing lever G, and braces g, arranged as
represented at one or both ends of the locomotive, and serving not only
to transmit the load to the truck but also to receive all the lateral strain
at the centre and to hold the swing beam firmly in position while
allowing it to move freely up and down, as specified.
18th. The ball and socket joint on the end of the lever G serving to
transmit the strain and brace the swing beam laterally while allowing
it and the entire truck to tilt freely, as specified.
19th. The obliquely mounted springs M', M', the framing B, rock
shaft G, with its arms G¹, G, and the spring J over the truck, combined
and arranged as and for the purposes specified.
20th. The spring swing beam J enclosed within the strap I, the
provisions F, f, for confining and releasing the spring and the socket
for the ball joint at the end of the equalizing lever G, all combined and
arranged to operate as herein specified.
21st. The tie pieces i connecting the central part I with the pendant
links j, and serving relatively to those parts, the spring J and the truck
and superposed structure, as herein specified.
22nd. The arrangement of the side tanks O, O, and the rear tank M
relatively to cach other and to the rigid framing B and boiler A of the
locomotive adapted to serve together, as and for the purposes herein
specified.
In witness whereof, I, the said William Smith Hudson, have here-
unto set my hand and seal, this Twenty-sixth day of June, in
the year of our Lord One thousand eight hundred and seventy-
twe
WILLIAM SMITH HUDSON. (L.S.)