UNITED STATES PATENT OFFICE.

al
JOHN G(GES, OF ‘F} i(BMASTON, MA i NE,
IOCOMOTIVE STEAM-ENGINE FOR BAL AN OTHER ROADS.
specification of Letters Patent No. 1, dated July 18, 1830.
Toll whom it may concern: their heads with sufficient force to project
Be it known that I, JoJN RUGLEs, of them outward easily when pressed lip into
Thomaston, in the State of Maine, have in their sockets, the springs react against the top
yented a new and useful improvement or of a cap, or 'ase made to inclose, and protect 0.
thi provements on locomotive-engines used the fron mid or other impediments to
on railroads and common roads by which their easy action, the case is in form of the
inclined planes and hills may be ascended section of 2 cone, and may be seen at W, W,
and heavy loads drawn up the same with Fig. 1, it is fitted, and screwed firmly to the
more facility and economy than heretofore, irri, the upper, end being supported by 65
O and by which the evil effects of frost. ice, braces d, d, which are fastened to the spokes,
slows. and muil on the rail causing the attached to the cogs is a rod about half an
inch diameter passing up through the spiral
wheels to slide are obviated.
The obstacles met with in ascending in Spring and freely throigh the top of the
clined planes with locomotives drawing case, and brace projecting half an inch O
15 heavy loads after then, are the want of above. This rod guides the motion of the
power in the engine, and the deficiency of cogs, the case may he about 2 inches high,
adhesion to the rails, my improvements are and 2 inches broad at its base,
designed to give a multiplied tractive power The check rail 3, is placed on the outside
to the locomotive and to prevent the evil of of the bearing rails so far distalice that the 75
20 tle sliding of the wheels, and for these im bearing part of the rim of the wheel can
provements I have made application for a not reach it, when running close to its flange,
pri tent to be issued according to the pro: the teeth are g of an inch in depth, and such
visions of law. The following is a full distances apart that the cogs will take
and exact description óf said improve against every 3d, 4th, or 5th tooth accord 30
28 melts. ing as there may be a greater or less dis
To prevent the wheels from sliding on the tance between the cogs. The check rail is
rails. I make use of a cheek rail, and re fastened by nails, or otherwise to the sills at
treating cogs, the cogs are applied in the suci elevation that the bottom of the teeth
following manner, the wheels are made in shall be level with the top of the bearing S
30 the common form except that the rim is rail, the back part of the teeth are slope†
somewhat wider from the flange to the out and curved, and their front, or flange is
side of the tread it should be no wider than made to slope back about of an inch. the
to pass the rail suficiently, and its width rail may he is inches square measuring from
intast be further extended 1 inches. This top of the teeth. The periphery of the ex 90
SS cxtended part of the rim at the periphery telided rim should run close to the teeth of
thereof is i inches less in diameter that the rail, but not so near as to touch them.
the hearing periphory. On the locomotives arriving at the foot of
The accompanying drawings are made a an inclined plane where the check rail is laid 95
part of and are referred to in this descrip if the cogs do not happen to come in gear
40 tion for the better understanding thereof. with the teeth of the rail, but touch upon
A transverse section of the rim is seen then they readily retreat out of the way as
at a, in figure 2, and it is more fully shown the wheel rolls along ofering no material
in Fig. 3. This extended rim is pierced with l'esistam'e tro its motion, while the wiedels
24 hites, or square sockets, where the wheel a dihere to the bearing rails the aid of the 0.
d has 12 spokes, for the reception of the re cogs is not wanted, assool as the increse of
treating eugs, they are 1 inches square at traction occasions them to slide the cigs in
equal distances apart, and inch frt in the stantly slip into gear, and hoid the wheel
· saring part of the rin, tie (tags tiye in cheek, and whenever the wheels get out
freely in these sockets in the direction of the if gear their own action instantly restores 05
SO radii they are shown at l, l, b, d, in Fig. 1 hën, the points of the cogs being : vell'vitit
they have shoulders on their inter ends it the trea of the wheel descendl u on the
stop their entward nition and they prºject eisek rails is a cycloidal arc, and leave it
thritish the in of an inch, leaving their again in the sang manner relieved front ()
out wird ends, ehan fere?, a nel eurº ved as their pressure against the flank of the teeth
66 show in the drawings. the cogs x 'e keit in 8s thew gii, w hchill the wheel. Their ac
their places by spiraspings pressing upon tiun is attended with very little friction, act
 ing only when necessary to supply the defit of tho road. On entering upon the ascent of
ciency of adhesion and their pressure against an inclined plane, or hill, as the monentum
the flank of the teeth is only the balance of acquired on the level is ???”?? and the pover
of the ??? begins to fail, the engineer,
leverage which is not sustained by the ad cutting
hesion at the tread. They are not subject to of the steam for an instant, re U
the evils attending the use affixed cogs which moves the spear E, and brings the other into
must almost necessarily be broken in their geur by a single motion of the lever, without
first contact with a rock laid at the foot, or ?????? the progress of the locolnotive. It
top of an inclined plane if they do not less is thus enabled to move on up the plane with
O chance to enter into gear, and whose stub speed than on a level but with a redou
bornness subjects them to frequent accidents, bled power. When arrived at the summit
and injury, besides the great friction which the other wheels are brought into action
attends their action under all circumstances. aguin in like manner, and the locomotive
The retreating cogs are endowed with the proceeds with its accustomed speed. The
s facuity of getting out of the way when not tractive power of the engine may be thus 8
wanted, and of instantly being in service doubled, trebled, or quadrupled to adapt it
without prompting, when their need is neces to the grading of the road on which it is to
bo {{???? Another modo of changing the
sary. For planes much inclined the distance
between the teeth should be such that the gearing by holding fast the two wheels B,
20 cogs shall over lay - them about it's of an and D, alternately, is by means of levers
inch. The cogg should be applied to each of placed in a ??Óvé''leng:if(wi86 the shaft, one
the working wheels. arm of which being raised operates like a
To enable locqmotives to ascend inclined feather entering anotch or groove in the
planes with heavy loads it is necessary also bush of the wheel, the arms of the levers are
to give them an increased tractive power; bar raised, and depressed by a slide, and gage
as shown in Fig. 5.
O
Iwhich
efectisthatdescribed
object inastheapplicable
followingtomanner,
geared Another mode ?????? moving the wheels B,
locomotive engines, but R locomotives inay and D, into, and out of gear alternately by
be geared for this purpose. There are the a lateral notion on the i, effected by a
SO driving shaft taking its motion from the gage bar with arms, as shown in Fig. 6, as
connecting rod and the followingshaft com algo another mode as at Fig. 7. I have also
municating the motion to the main working a nethod of drawing the retreating cogs
wheels by cranks, and shacklebars. On the within their sockets. But I do not consider
driving shaft are cog wheels A and C, Fig. this as necessary to their successful applica
SS 4, fixed to the shaft, om the following shaft tion, and use. It is however ??????????” here Ot
are ccrresponding wheels B, and D, kept its a? :here may be circumstances under, which
contantly in gear with A, and C. B., and D. adoption may be useful. It is thus: the
are loose on the shaft, and revolve freely rod attached to the cog is continued of a
around it except when they are alternately diminished size, not exceeding of an inch,
40 fixed, and held firmly by the spears E and to within li inches of the nave where it 0.
F, on either side of B, ind D, are the sup passeti frealy through the end of a lever
ports G, and H, fixed to the shaft, they are which lifts against a nut on the oud of the
perforated for the blades of the spears to rod. This lever seen at , in Figs. 2 and 3,
pass through and enter between the arms, of passes in the direction of theºle invvard,
the cog wheels. The gage bar I has two noves on a pivot in the projecting part of
the nave at i and the other arm inclines to
forks whose prongs lie in ooves around
the which are moved altogether later
aily by means of a lever applied to the gage
ward the axle
Encircling the asaxleshown
at , in
is aFigs. 2 andslide3.
circular
bar, conveniently placed under the command through holes in which the arms of the le
of the engineer, the spears have the aid of vers pass, and when moved on the axle from
a feather on the shaft, as well as of the R the nave it raises the arms from the axle,
rts G and H. By this means the wheels and thus draws the cogs within their sock
and D are alternately held fast to the ets. This slide is moved by the gage bar M,
shaft as occasion may require, when one is having prongs which rest in the groove
55 fast the other revolves freely around the ? the outer edge of the slide. This l;
shaft without impediment to the one in like the other gage bars, are moved end
service. wise in fixtures by means of a lever placed in
It is readily ived that by increasing any convenient manner to be within reach
the diameter of the wheel D, and diminish of the engineer. By this means whether the
30 ing. C, the tractive power of the engine may
enging beatintorestthéir”??cikets”
or in motion,????”nce
all the by
cogsa
afé” dawn
be increased four fold if desired in chang
single motion of the engineer. There is one
ing the running gear as above described. A,
and B, are the common moving gear combin.
lever between each two spokes, each raising
ing in due proportion speed, and power for
two, cogs. The principal advantage of this
66 the level, and moderately undulating part is the withdrawing the cogs from action in
 t
&
descending; a plane, where & check rai io inventor of the check raill; I contemplato tho
laid when their use is no, Yecessary, and thus further application of the principle of this
avoiding the wear of thezm. It may be found invention by making upe of a fat spring in
useful too on curves in an ascending plane to stead of a spiral applied either to the head
withdraw the cogs ofthe
the adjustment
inside wheelsoffrom of the co ??
action, facilita the thereto; the spiral spring may also be placed
wheels to the curved rails. at the nave, and I contenplate the applica
Now what I claim as my invention are -
1. The retreating cogs operated u by
tion of the retreating cogs to a single wh9.
placed in the center between the rails, and
.? a spring, and the manner by which they are also to a rim to be made on the inside of tho
made to operate vith tridingfriction and fange.
the combination therewith of the maehinery 3. I also propose the application of this
by visibhich they irre drawn into their sockets, improvement to all parts of a railroad in
and their application in connection with a seasons, and regions offroots, ice, and snowa,
S check rail to prevent the sliding of the and wherever the inclination is a great. as
hote locomotive on the rails of a rail to require the reversed power of the engine
U(» to check the descent, and where the adhesion
2. Alao the application to, and combina of the wheel is insufficient for that purpose,
tion with the noying gear of lromotive en the cogs may be so formed as to take against
escri ?????spears, and
???? supports, the check rail in descending as well as as
and the cending;
and gage bars, Jo arranged as to p??????? at vers whichanothermode ofisworking theofleG
afores
raise the cogs by
pleasure a multiplied tractive power, as well hollow cone surrounding the axle seen at p,means
rot r???
claim ????rs, roads:
sai But I ?o in
supports, bar
ä
the
8;ends
as itofisthe
moved
arms
forward
slide up
byinthe grge
shallow
har, and wheels of t???? ? grooves on its surface.
which power, and velocity are increased, and Wi JOEN BRUGGLES.
diminished for o nechanical pur tee:
puses, but their application, and combination
O only as aforesaid, nor do I claim to be the CHAmuzs W. Marr,
???. ???? ???