US374664A - Road-engine - Google Patents

Description

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R. M. DOWNIE.

ROAD ENGINE.

Patented D90. 13,.1'88'7. J

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R. M. DOWNIE.

ROAD ENGINE.

No. 374,664. Patented Dec. 13', 1887,

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(No Mode1.) I -4 Sheets Sheet 4. R M. DOWNIE.

ROAD ENGINE. No. 374,664. v Patented Dec. '13, 1887'.

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- UNITED. STATES PATENT OFFI E.

ROBERT M. DOl/VN IE, OF NEW BRIGHTON, PENNSYLVANIA.

ROAD-ENGINE.

SPECIFICATION forming part of Letters Patent No. 374,664, dated December 13, 1887.

I Application filed July 16, 1887. Serial No. 244,533. (No model.)

To all whom, it may concern.-

Be it known that 1, ROBERT M. DOWNIE, a citizen of the United States, residing at New Brighton, in the county of Beaver and State of Pennsylvania, have invented a new and useful Improvement in Traction or Road Engines, of which the following is a specification.

My invention relates to an improvement in traction or road engines; and it consists in the peculiar construction and combination of devices, that will be more fully set forth hereinafter, and particularly pointed out in the claims.

The object of my invention is to provide the driving-shaft or counter-shaft of the road-engine with a differential gearing, whereby the driving-wheels are enabled to rotate at different rates of speed when the engine is going around a curve; and a further object of my invention is to provide the rims of the driving-wheels with pivoted bars or cleats which are adapted to oscillate on the periphery of the driving-wheels while the latter are'in ro-- tation, and thereby prevent clay or soil from becoming packed between the bars and cansing the wheels to slip.

in the drawings, Figure 1 is a top plan view of a portion of a traction or road engine embodying my improvements. Fig. 2 is partly an elevation of the same and partly a vertical longitudinal sectional View taken on the line a." m of Fig. 1. Fig. 3 is a detailed elevation of my improved compensating gearing. Fig. 4 is a sectional view of the same, taken on the line y y of Fig. 3. Fig. 5 is a detailed plan view of a portion of the periphery of one of the driving-wheels. Fig. 6 is a Side View of the same. Fig. 7 is a detached elevation of one of the cleats. Fig. 8 is a similar view of one of the studs or stops.

A represents the main frame of the road-engine, which comprises the parallel sillsB and the cross-sills G D, having their ends bolted thereto.

E represents the rear axle,which is arranged under the sills B at a suitable distance from the rear ends thereof, and on the spindles of the said axle are journaled driving-wheels F. Each of the said driving-wheels comprises a wooden wheel of suitable size and strengthsuch as are commonly employed upon heavy wagons-and a tire, G, which is secured on the a wheel, H, which is provided with internal spurs or cogs, the said wheel H being secured to the spokes of the wheel F by means of clipbolts 1.

I do not limit myself to coggearing, as H,but

may substitute therefor a sprocket or chain wheel.

K represents aseries of cleats or bars, which are made of metal and have one end turned downward and roundedto form a pivot, L.

The length of the said cleats or bars is nearly equal to the width of the tires of the wheels F, and the pivotsL of the said cleats are passed through openings Mnear one side of the said tires. Clamping-nuts N are screwed to the inner ends of the said pivots; or the pivots may be riveted on the inside and therebysecured to the tires. The outer ends of the cleats or bars are free, and thereby the said cleats or bars are adapted to oscillate on the tires. In the opposite sides of the tires from that on which the cleats are pivoted are made series of openings 0, which alternate with the openings M. P represents a series of studs or stops which are secured in the openings 0, and are adapted to engage the free ends of the cleats or bars, and thereby limit the oscillating motion of the latter.

Heretofore, so far as I am aware, the treads of the driving-wheels of traction or road engines have been provided with solid cleats or bars adapted to engage the earth over which they pass to prevent the wheels from slipping. An objection to this construction of the driving-wheels is, that the clay or soil, it slightly moist, will adhere to the peripheries of the driving-wheels and pack solidly in the spaces between the bars or cleats, thereby neutraliz ing the effect of the said bars or cleats and causing the wheels to slip or to rotate without taking proper hold on the ground. By providing the driving-wheels with the pivoted peripheral cleats or bars, as hereinloefore described, I obviate this defect.

The operation of this portion of my invention is as follows: The cleats or bars,being pivoted at one end to the tires, are caused to os- 5 v in the said plates and in the said bosses.

cillate or move first in one direction and then in the contrary direction by their own gravity as the wheels rotate, thereby preventing earth from adhering to the treads of the wheels. At each end of the stroke of the cleats they come in forcible contact with the stops or studs T, thus causing a jar, which effectually prelgents earth from adhering to the cleats or ars.

R represents a driving-shaft, which is provided at. its ends with spur-pinions S, which engage the gear-wheels H; or sprocket-wheels maybe used instead of the parts S and H and made to operate by means of a sprocket-chain. The said shaft is journaled in suitable bearing-boxes arranged under the sills B, and the shaft is made in two sections, R and R, for the purpose to be hereinafter described.

T represents a spur-wheel, which is keyed near one end of the section B and has an integral sleeve or hub, U, which projects from one side and slips over the opposing end of the section R.

V represents a sprocket or other power wheel of suitable size, which'is loosely journaled on the sleeve or hub U. The said sprocket-wheel is provided with a series of several radial spokes, W, which are arranged at regular distances apart, and are provided on opposite sides near their outer ends with projecting bosses X.

Y represents a pair of annular plates which are secured to the ends, of the bosses on both sides of the wheel V by means of transverse bolts Z, which extend through openings made On the side of. the sprocket-wheel opposite the spur-wheel T is arranged a similar spur-wheel A, which is keyed to the section B and is provided with an annular recess, B, in its inner side, in which extends the projecting end of the sleeve or hub U.

From the foregoing description and by ref erence to Fig. 4 it will be understood that the wheels T and A bear against oppositesidcs of the wheel V, and thus retain the latter in position on the sleeve or hub U.

In the spaces formed between the radial spokes of wheels V are arranged three pairs of spur-pinions, O and D, which pinions are journaled on shafts E and F, respectively, which shafts connect the plates Y and are arranged at suitable distances apart. The width of each pinion is equal to two-thirds the width of the space between the plates Y. The pinions 0 engage the spur-wheel T and the pinions D engage the spur-wheel A, and the overlapping inner ends of the said pinions O and D engage each other, as shown in Figs. 8 and 4.

In Fig. 1 I have indicated the position of the boiler G by a dotted circle and have indicated the position of the steam-engine H by a dotted rectangle arranged on and connecting the axle and the cross-sill D. The wheel V is attached to and is rotated by the steam-engine in any suitable manner, either by means of a chain, cog, or belt wheel, as may be preferred. 7 I have not shown the wheel V connected to the engine in the accompanying drawings for the reason that various methods may be employed to effect this end, and I do not wish to limit myself in this particular.

The operation of my invention is as follows: When the engine is to be propelled in a straight line and motion is imparted to the wheel V, the pinions G and D, being geared together and also geared to the wheels T and A, remain stationary on their axes and lock the wheels T and A to the wheel V, thereby causing the said wheels T and A to rotate at the same rate of speed, and thereby impart rotary motion to both sections of the shaft R and cause the pinions at the ends of the said shaft to engage driving-wheels and impart motion thereto. The pinions C and D lock the wheel V to the sleeve so long as there is an equal resistance to both pinions G and D; but as soon as the resistance to one of the said pinions becomes greater than is offered to the other when the engine is turning a curve the speed of the resisted pinion becomes lessened, and all the power of the steam-engine is developed correspondingly upon the opposite drivingpinion, thus differentiating the power between the said pinions, as will be very readily understood.

The pinions and wheels connecting the wheel V to the sections of the driving-shaft constitute a compensating gear.

A road-engine thus constructed may be made comparatively light, as, owing to the pivoted cleats or bars with which the driving-wheels are provided, it is not necessary to weight the engine in order to cause the driving-wheels to engage the earth.

By reference to Figs. 1 and 2 it will be observed that by my peculiar construction of the main frame the sills B are used to carry the boiler and engine, and at the same time hold the bearings of the axle E and of the counter. The sills also serve the additional purpose of a bed or platform on which to haul anything desired, and they can also be used to support and carry any kind of machine.

Heretofore, so far as I am aware, it has been the practice in this class of inventions to make the body or the boiler the support of the machinery.

Having thus described my invention, I claim- 1. A traction wheel having the movable peripheral cleats or bars, which are arranged across the periphery of the wheel and move for a limited distance longitudinally over the outer face of the wheel, as set forth.

2. A traction-wheel having the bars K, provided with an outwardly-turned end, L, which is pivoted to the outer face of the wheel, whereby said bars are caused to move over the said outer face of the wheel, and stops P, to limit the movement of said bars, as set forth.

3. Atraction-wheel having the bars or cleats K, pivoted at one end to the outer face of the wheel and extending across the same, so as to move by gravity over the face of the wheel,

for the purpose set forth.

4. A traction-wheel having the transverse peripheral cleats or bars adapted to oscillate over the outer face of the wheel as the wheel rotates, for the purpose set forth, substantially as described.

5. A traetion-wheel having the peripheral pivoted cleats or bars adapted to oscillate over the outer face of the wheel as the wheel rotates, and the studs or stops arranged betweenthe free ends of the cleats and adapted to limit the movement thereof, substantially as described.

6. In compensating gears for road-engines, the combination of the shaftsections Rand R", arranged in line with each other end to end, the gear-wheels T and A, keyed each to one of the shaft-sections, the looselymounted power-wheel V, arranged between the said spur-wheels, and the pinions Gand D, having their axes secured to the-wheel V, the said pinions engaging each other, and each of the said pinions engaging one of the wheels T and A, substantially as described.

7. In a compensating gear for road-engines, the combination of the shaft-sections R and R arranged end to end, the gear-wheels T and A, one of which is keyed to each of the said shaftsections, one of the said wheels being further provided with the sle'eveU, extending toward the opposite wheel, the power-wheel V, loosely mounted on the said sleeve, and the pinions G and D, having their axes secured to and carried by the wheel V, the said pinions engaging each other, and each one of the said pinions engaging one of the wheels T and A, substantially as described.

8. The combination, in a compensating gear for road-engines, of the shaft-sections R and R arranged end to end, the spur-wheel T, keyed to the section R and having the projecting sleeve or spindle U, receiving the opposing ends of section R, and thereby loosely coupling the said sections together, the spur-wheel A, keyed to the section R, the power-wheel V, journaled loosely on the sleeve. and arranged between the wheels T and A, the plates Y, bolted to opposite sides of the said powerwheel,the pinions O and D, journaled between the said plates and engaging each other at their overlapping ends, said pinion G engaging the wheel T and the pinions D engaging the wheel A, for the purpose set forth, substantially as described.

9. In a traction-engine, the frame having the longitudinal sills B, the transversesills O D E, the engine supported by the sills D E, the axle j ournaled in the sills B in rear of the engine, the boiler fitted between the sills B in rear of the axle, and the power-shaft R, journaled in the sills B between the sills D E, the sills B, with the cross'sill 0, being extended beyond the engine, as set forth.

10. In a road-engine, the power-shaft R, made in sections R and R, the driving-wheels F, geared to the respective sections R R the coupling to loosely couple the sections ofthe power-shaft together, and the differential or compensating gearing on the coupling between the sections of the power-shaft, whereby the driving-wheels are enabled to rotate at differcut rates of speed, as set forth.

11. In a road-engine, the power-shaft R,th axle, the driving-wheels, the said power-shaft being geared to the driving-wheels, and compensating gearing on the power-shaft to cause the driving-wheels to rotate at different rates of speed, as set forth.

12. In a road-engine, the sills B, the powershaft R, made in sections R R journaled in the sills, the axle also journaled in the sills, the driving-wheels on the axle, the gearing between the sections of the power-shaft and the driving wheels, and the compensating gearing between thetwo sections of the powershaft, to cause either section to actuate its respective wheel at a greater rate of speed, as set forth.

13. In a road-engine, the driving-wheels,

combined with the power-shaft R, made in two sections, R R, each geared to one of the wheels, and the compensating gearing coupling the sections of the power-shaft together and causing either one of the wheels to revolve at a greater rate of speed than the other, as set forth.

In testimony that I claim the foregoing as my ownI have hereto affixed my signature in presence of two witnesses.

ROBERT M. DOWN IE.

Witnesses:

A. J. BINGHAM, G. F. BEnTcH.

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