US228588A - Thomas aveling - Google Patents

Description

T. AVELING. Road-Engine.

No. 228,588 Patented June 8-, 18 80.

. J I I WITNESSES: INVENTOR:

' 5 owns.

".FEI'ERS, PHOTO-UTHOGRAPHLR. WASHINGTON. n c.

UNITED STATES PATENT OFFICE.

THOMAS AVELING, OF ROCHESTER, ENGLAND.

ROAD-ENGINE.

SPECIFICATION forming part Of Letters Patent No. 228,588, dated June 8, 1880.

Application filed January 13, 1880. Patented in England January 15, 1878.

To all whom "it may concern:

Be it known that I, THOMAS AVELING, of Rochester, in the county of Kent, England, have invented an Improved Road Locomotive- Engine, of which the following is a specification.

The object of my invention is to enable road locomotive-engines of six-horse power and upward to be used on railways the usual gage of which is less than the gage required for the road-wheels of engines of such capacity.

Hitherto it has been the practice to place the driving-gear (or the greater portion thereof) between the boiler and the driving-wheels, which necessitated a great width of gage. To provide for a narrower gage without altering the dimensions of the boiler I propose to rearrange the gearing for working with two speeds, and also to place the gearing within the width of the boiler, and also to key all of the gear-wheels firmly on their shafts, and thereby to avoid the inconvenience arising from the use of pinions sliding on feathers.

.1n the accompanying drawings, Figure 1 is a plan of my improved road locomotive-ea gine. Fig. 2 is a sectional side elevation of the same, the section being taken on line as :v of Fig. 1. Fig. 3 is a rear-end elevation of the engine. Fig. eiis a detail of the gearing, showing the arrangements for changing the speed; and Fig. 5 is a section of Fig. 4, taken on line 00 00.

Similar letters of reference indicate corre sponding parts.

Referring to the drawings, A is the boiler, and B B are the horn-plates, extending up from the sides of the fire-box above the top of the boiler. Said horn-plates furnish the bearings for the shafting which carries the gearing. In horn-plates B B, above the boiler and to the front, is journaled a crankshaft, G, with the crank awhereof the connecting-rod D of the engine E is connected. 0n shaft 0, next to the inner side of hornplate B, are fixed two pinions, b Z). Back of crank-shaft O a shaft, 0, is fixed horizontally in the horn-plates B B, and parallel to the crank-shaft. On fixed shaft 0 is placed a hollow or sleeve shaft, F, which is adapted to rotate on shaft 0, and also, by being made somewhat shorter than the space between hornhas a right-angular downward projection, 6,

provided on its lower end with a fork, f, which fits into an annular groove, g, in sleeve-shaft F.

On the end of shaft F next to horn-plate is fixed a spur-wheel, h, and outside of the spur-wheel is a pinion, h. Spur-wheel it can be shifted to engage either one of the pinions b b on shaft 0 by the movement of shaft F. Pinion h, by the same movement, is shifted to engage or disengage spur-wheel '21, fixed to shaft H, which is journaled in horn-plates B B just back of boiler A.

On the end of shaft F next to the horn-plate B is fixed a second pinion, j, in position to be shifted by the movement of sleeve-shaft F in and out of engagement with a second spurwheel, j, on shaft H. Shaft H has its end projecting through its bearing in hornplate B, and on this projecting end is fixed a pinion, l, which meshes with spur-wheel m, fixed to shaft I, journaled in the horn-plates B B, and carrying in its projecting ends driving-wheels J J.

By reference to the drawings, and from the foregoing description, it will be seen that all the gearing, except pinion l and spur-wheelm, is situated between the horn-plates B B; cousequently it does not extend beyondthe width of the boiler and fire-box. This arrangement permits me to restrict the gage of the drivingwheels J J to the ordinary gage of a railwaytrack. Thereby I' am enabled, when I desire, to change the road locomotive-engine to a track locomotive engine by simply removing the fiat driving-wheels J and front wheels,K, and substituting for them the flanged wheels L. (Shown in dotted lines in Fig. l.)

By means of the laterally-shifting shaft F the speed of the locomotive-engine can be changed and the driving-wheels can be thrown out of gear with the engine in the following manner: By moving lever G to the left spurwheel h is thrown into gear with pinionb on shaft 0, to which motion is given by the engine D, and by the same movement of shaft F the pinion h is thrown into gear with spurwheel a on shaft H. The same movement throws pinion j out of line with spur-wheel j on shaft H. This adjustment of the gears causes the motion of the engine to be transmitted, through pinion b,spur-whcel h, pinion h, spur-wheel i, and pinions l and spur-Wheel m, to the counter-shaft I- and driving-wheels J.

To decrease the speed, lever'Gr is moved to the left, so as to throw spur-wheel h in gear with pinion I), and by this movement pinion I1 is thrown out of gear with spur-wheel-t', and pinion j, which is smaller than pinion h on the same shaft, is thrown into gear with spurwheel j, which is larger than spur-wheel i, so that the motion transmitted through the gearscribed, between horn-plates B B,for the purpose of transmitting the power from the en gine E to driving -shaft I, substantially as specified.

2. The pinions I) b, in combination with the shifting spur-wheel h, shifting pinions 71/ and spur-Wheels t'j, as and for the purpose substantially as described.

3. The lever G and rod d, provided with the forks f, in combination with the shaft F, sub stantially as described.

4. The sleeve-shaft F, held on fixed shaft 0, in combination with the spur-wheels h and pinions 71/ j, substantially as described.

5. The horn plates B B, in combination with shaft 0, carrying pinions b b, fixed shaft 0, and sliding shaft F, carrying spur-wheel h and fixed pinions h j, shaft H, carrying spurwheels 'ij and pinion l, and shaft I, carrying spur-wheel m and driving-wheels J J, as and for the purpose substantially as described.

THOMAS AVELING.

Witnesses JOHN HIGGINS,

Hcmslope, Bucks. GEORGE J. WELLS,

Brook Green, Hammersmith, W

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