Improvements in Traction Engines.
Year: 1896

page_text: Comuta
D
Date of Application, 2nd Mar., 1898
Date of Application, 2nd Mar., 1896
Complete Specification Left, 18th July, 1890-Accepted, 3rd Oct., 1890
PROVISIONAL SL
ATION.
Improvements in Traction Engines.
We, ROBERT HENRY FOWLER and GEORGE WALTER SCOTT, both of the
Steam Plough Works, Leeds in the County of York, do hereby declare the nature
of this invention to be as follows:-
Our invention relates to the clutch gear used in traction engines for putting in
and out of gear the different road speeds and is specially applicable to those
engines where three different speed gears are used, the levers and locking gear
being so arranged that it is impossible for any two speed gears to be put into work
at the same time.
On one fulcrum stud we mount two levers intended to engage into sliding clutches
for moving the driving pinions and employ a locking arrangement in connection
with them. This consists of a wedge shaped plate hinged at one end between the
levers and free to rise and fall between two guard plates according as they are
moved. When the upper lever is in gear the locking plate fills the space
between its under side and the lower guard plate thus preventing the
lower lever from being moved from its out of gear position and similarly when
the lower lever is in gear the locking plate fills the space between its upper
surface and the upper guard plate, thus making it impossible for both levers to
throw the different gears into action at the same time.
Another detail of our improvement is the connecting rod between the two clutch
levers and the third lever usually employed in compound traction engines. In
such engines the third clutch lever is mounted at the opposite end of the crank-
shaft, and according to this invention we pivot to this lever one end of a connecting
rod slotted at its other end to receive a stud on one of the above mentioned levers
and carrying a stop to engage with the other lever.
The arrangement being such that if the third lever is in gear, the two levers are
prevented from moving from their out of gear positions by the stud (which is now
at the end of the slot) and the stop respectively whilst if either of the two levers
is in gear the third cannot be put into gear being prevented by the stud or the
stop as the case may be.
Dated this 29th day of February 1896.
R. H. FOWLER.
G. W. SCOTT.
We, ROBERT HENRY FOWLER, and GEORGE WALTER SCOTT, both of the
Steam Plough Works, Leeds, in the County of York, 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:-
Our invention relates to the clutch gear used in traction engines for putting in
and out of gear the different road speeds and is specially applicable to those
engines where three different speed gears are used, the levers and locking gear
1787

page_text: being so arranged that it is impossible for any two speed gears to be put into work
at the samo time.
n
On one fulcrum stud we mount two lovers intended to engage into sliding
clutches for moving the driving pinions and employ locking arrangement in
connection with them. This consists of a wedge shaped plate hinge at one en'i
between the levers and free to rise and fall between two guard plates according as
they are moved. When the upper lever is in gear the locking plate fills the space
between its underside and the lower guard plate thus preventing the lower lever
from being moved from its out of gear position and similarly when the lower lever
is in gear the locking plate fills the space between its upper surface and the upper
guard plate, thus making it impossible for both levers to throw the different gears
into action at the same time.
Another detail of our improvement is the connecting rod between the two clutch
levers and the third lever usually employed in compound or double cylinder
traction engines in which part of the driving gear on the crank shaft is outside
the hearings. In such engines the third clutch lever is mounted at the opposite
end of the crank shaft, and according to this invention we pivot to this lever one
end of a connecting rod slotted at its other end to receive a stud on one of the
above mentioned levers and carrying a stop to engage with the other lever.
The arrangement being such that if the third lever is in gear, the two levers are
prevented from moving from their out of gear positions by the stud (which is now
at the end of the slot) and the stop respectively whilst if either of the two levers
is in gear the third cannot be put into gear being prevented by the stil or the stop
as the case may be.
DESCRIPTION OF THE DRAWINGS.
Figure is a plan and Figure 2 a side elevation (both partly in section) of so
much of the gearing of a traction engine as is necessary to illustrate the invention.
Figure 3 is a local section on the line 3-3 Figures 1 and 2.
is the crank shaft and bare its bearings. c is the fly wheel keyed to the
crankshaft. d is a pinion free to slide on the boss c of the fly wheel but
prevented from turning on it by grooves and the feathers ². d³ is a pinion
keyed on the crank shaft and is a pinion free to slide along the crank shaft
but prevented from turning on it by grooves and the feathers a. The pinion d'
gears with the pinion el keyed to the second motion shaft. The pinion d² gears
with the pinion free to slide along the shaft (which works in bearings ³)
but prevented from turning on it by grooves and the fenthers. The pinion a
gears with the pinion keyed to the shaft and are the three levers
whereby the pinions are put into and out of gear. The levers g' and are both
pivotted on the stud and the lever on the stud. and are forks
engaged in annular grooves in the gear wheels d'ed and carried by stems jj
and respectively which work in tubes and fixed to the bearings of
the crank shaft and the bearing of the shaft f. These tubes are slotted
longitudinally to allow pins j and fixed to the stems and to pass
through and enter slots in the levers g g and g. (Figure 3) is a wedge
shaped locking plate pivotted at and working between two guard plates P.
When in the position shown with the lever in its in gear position the
plate holds the lever in its out of gear position. m is n connecting rod
pivotted at to the lever and having its other end slotted to receive a
pin fixed to the lever g and carrying a stop m' to the left of the levers g'
and are pins by which the levers can be locked.
Figure is a plan (partly in section) and Figure 5 is a section on the
line 5-5 Figure 4 showing a modification in which only two levers are employed.
This arrangement is very suitable for engines in which the gear is between the
side plates. In these the same letters are used as before so far as they are
applicable.
The pinion slides on the boss of the fly wheel c and is operated by the lever g¹

page_text: in a similar manner to that described above but the pinions 2 and 3 are both
keyed to the crank shaft and the lever g' is dispensed with. The pinion
again
is as before keyed to the second motion shaft but the pinions e and e³ are made
in one piece and are mounted on a sleeve o sliding on the shaft but prevented
from turning by grooves and the feathers f'.
The forks the stem j the tube 8 and pin jare dispensed with and the fork j'
engages in an annular groove in the sleeve o of gear wheels e and e and is carried
by the stem working in the tube fixed to bearing of the shaft The
connecting rod m is pivotted at m³ to the lever g' and the stop m' (Figure 5) at its
end is to the right of the lever ga whilst the slot m³ in it receives a projection on
the plate l.
When the lever is in its in, gear position as shown the lever g is held in its
out of gear or central position for it is prevented from moving to the right by the
stop m' and to the left by the plate l. If however the lever g' is moved to its right
or out of gear position the lever g³ can be moved either to the right or the left for
the stop is at the right hand end of the plates and the plate is free to rise
for the projection is beneath the slot m². When the lever is in gear to the
right the lever g' is held out of gear by the connecting roll and stop m' and when
the lever 3 is in gear to the left the lever g' is held out of gear by the connecting
rod and projection which has now been raised into the slot m².
Having now particularly described and ascertained the nature of our said inven-
tion and in what manner the same is to be performed we declare that what we
claim is:
1. In traction engines having three road speed gears, the combination with the
clutch mechanism usually employed of levers and locking gear rendering it
impossible for any two speeds to be put into work at the same time, substantially
as described.
2. The combination with two levers of a wedge shaped plate pivotted between
them or parts moving with them and of such a size that when one lever is in the
in gear position it prevents the other lever from moving from the out of gear
position substantially as described.
3. Lucking gear substantially as described and shown at Figures 1, 2 and 3 of
the drawings.
4. Locking gear substantially as described and shown at Figures 4 and 5 of the
drawings.
Dated this 11th day of July 1896.
GEORGE WALTER SCOTT.
R. H. FOWLER.