US258504A - thomas - Google Patents

Description

5 Sheets-Sheet 1.

(No Model.)

THOMAS. RAILWAY ROLLING STOCK.

P nted May 23-, 1882.

N, PETERS. Photo-Lithographer. Washington, 0. c.

(No Model.) 5 Sheets-Sheet 2.

G.THOMAS.

RAIL WAY ROLLING STOCK.

No. 258,504. Patented May 23, 1882.

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G THOMAS.

V RAILWAY ROLLING STOCK. No. 258,504. Patented May 23, 1-882.

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N. PETERS. Fhalmlilhographur, Washmgicn. 04 c.

(No Model.) 5 Sheets-Sheet4. G. THOMAS.

RAILWAY ROLLING STOOK. 7

No. 258,504. Patented May 23, 1882.

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5 Sheets-Sheet 5. G. THOMAS. RAILWAY ROLLING STOCK. No. 258,504. Patented May 23, 1882.

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UNTTED STATES PATENT OFFICE.

GEORG THOMAS, OF MAYENOE, GERMANY.

RAILWAY ROLLiNG STOCK.

SPECIFICATION forming part of Letters Patent No.'258,504, dated May 23, 1882.

Application filed October 14, 1860. (No model.) Patented in Germany March 10, 1880, No.12,635; in Franco September 14, 1880, No. 138,693; in Italy September 17, 1880, XIV, 12,195 and XXIV, 5265; in Belgium September 18, 1880, No, 52,598; in England September 24, 1880, No. 3,873, and in Austria-Hungary November 7, 1880, N05. 28,009 and 33,994.

To all whom it may concern:

Be it known that I, GEORG THOMAS, ofMaycnce, Germany, have invented new and useful Improvements in Rolling Stock, of which the following is a specification.

The invention has for its object a steam-car riage which may run on main and branch lines with the speed of ordinary passenger-trains, and which may replace a railway-train where there is no great traffic. For this purpose a small locomotive-engine of special construction and a passenger-carriage with two stories are combined in such amanncr that they may either be connected and used as a steam-carriage or applied separately-the former as a locomotive and the latter as an ordinary railway carriage. If used separately, a reserve axle is applied to the front of the engine and couplings, buffers, 850., to the back, the engine being preferably constructed with only one (lrivingaxle, situated at the back thereof.

In the accompanying drawings, Sheets I, II, and III, which illustrate my invention, Figure l is a side elevation, and Fig. 2 a plan, of a locomotive and carriage combined; Fig.3, a longitudinal section of the locomotive part, and Fig. 4 a longitudinal section of the carriage part separated, while Figs. 5 and 6 show the underframe of the locomotive and carriage, respectively. Fig. 7 is a front view of the locomotive and carriage combined; Fig. 8, a crosssection showing the boiler and under frame of the locomotive; Fig. 9, an end elevation, and Fig. 10 a cross-section, of the carriage.

For uniting the locomotive with the carriage the main beams of the under frame are connected by fish-plates c c", Fig. 1, the front beams, (Z (1, Figs. 3 and 4, bolted together; and the contiguous walls and posts 6 6, Figs. 3 and 4, are likewise connected by bolts.

For using the locomotive independently after having been detached from the carriage, buffers and a traction-hook are attached to the back and a small reserve axle, G, with wheels placed in its hearings, in front of the locomotive. The locomotive carriesits water-supply in the two tanks m m, Figs. 2 and 5, placed right and left, belonging to the under frame ot'thc machine and communicating with each other, thefeed-watcr being introduced through funnel n, Figs. 2 and 7.

The carriage part can be converted into a passen gar-carriage for any ordinary use by attachin g the buffers and using for the bolts the same holes which have served for connecting the carriage with the locomotive.

The boiler is an ordinary locomotive-boiler, f, placed direct over the drivingaxle a and parallel with the same, Fig. 2.

If thelocomotive and carriage are combined, the water-supply is carried in the main reservoir g, Figs. 1, 2, 4, and 6, communicating with the two lateral cisterns t 2', Figs. 2, 4, and 10, through the pipes h, Figs. land 4, and receiving their supply simultaneouslywith the said cisterns. By this arrangement the center of gravity of the carriage is not materially dis= placed in consequence of the diminution of the feed-water. The feed-water is supplied from the sides of the carriage directly into the said upright cisterns i 01 through the feed-openings R, applied at a suitable height for the deliverypipes of the water-cranes, so as to dispense with any connecting-pipes. The locomotive and the carriage are in direct communication through a door, 1', Figs. 4, 7,8, and 10, and through top openings, t t, in the roof of the engine-cab, Figs. 1 and 7. There is also an indirect communication through the speaking tube a a, Figs. 1, 3, and 4.

Besides the letters of reference used in describing the invention, the following letters serve for the further explanation of the drawings.

lis a coal-box; o 0, plate on which the engine is mounted, p, carrying-springs (four) of the driving-axle; q, bearings (four) of the driving-axle; 8, stand from which the hand-brakes may be operated.

1 am aware of the Patent N 0. 27,002, dated 31st January, 1860. The specification of this patent shows an independent small locomotiveandabogie-carriagehavingno frontwheels, but resting with the front end on the locomotive. In my steam-carriage, however, the carriage part represents a complete passengercarriage, which need only be separated from the locomotive to form an entirely independent passenger-carriage. To use the locomotive part of my steam-carriage separately, the addition of a reserve axle is'required, which is not the casein Patent No. 27,002, where the front axle is permanently attached to the locomotive.

Specification of Patent No. 184,409, dated 14th November, 1876, shows an independent carriage attached to an independent locomotive, so that a portion of the weight of the carriage falls upon the hind axle of the locomotive, which is effected by means of bevelwhecls and screw-spindles serving to support and raise the platform of the carriage.

I do not claim any of the methods of connection described by specilications Nos. 27,002 and 184,409, and by which a light and independent locomotive attains the adhesion necessary for its use. My locomotive can be separated from the carriagepartwithoutlosing the adhesion necessary for independent use.

The specification ofPatent No. 69,330,dated 1st October, 1867, shows a steam-carriage in which the engine part cannot be disconnected, while the claims only refer to circular bogietrucks and the driving-gear. I claim no part of the invention shown and claimed in this specification.

\Vhat I claim is 1. Inarailroad-locomotive having two axles,

the combination of a fixed driving-axle, a removable reserve axle, removable buffers, and removable traction-hook for the purpose of rendering the locomotive applicable either as an independent vehicle, with the removable axle, tractionhook, and bufi'ers attached, or as part of a steam-carriage by detaching the movable axle, the removable buffers, and traction-hook, and attaching the under frame to the under frame of acarriage, substantially as described.

2. In arailroad-locomotive having two axles, the combination of a fixed driving-axle with a removable reserve axle and a horizontal boiler placed over the driving-axle and parallel with the same, substantially as described.

3. In a railroad-vehicle consisting of a carriage proper and a detachable locomotive part, the combination of a feed-water tank carried by the locomotive part with an independent feedwater reservoir, 9, placed under the carriage part, and lateral cisterns it, provided with feedopenings It, substantially as and for the purpose described.

lhis specification signed by me this th day of August, 1880.

GEORG THOMAS. [L. s] \Vitnesses:

A. HEIDELBERGER, CARL ED. HAHN.

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