US832518A - Traction-engine. - Google Patents

Description

Nc. 832,518. NESTED 00T. 2, wos. A. E, woLco-'m :rammen Emma.

APPLGATION FILED m31, 1905. v

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f" v fai/enrol nu my frm No. 832,518. PATENTBD 0012. 190s.

A. E. woLCoTT. TRACTION ENGINE.

AFPLIOATIOH FILED 153.1, 1905.

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BY /2/'5 ATTUHNEY lnu' molla: rtrln M. yunlnzfon, l c

No. 832,518. v l PATENTED OCT. 2, 1906. A. E. WOLCOTT.

TRACTIN ENGINE.

PPLIULTIOH FILED IAR. 1, 1905.

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PATENTE@ 00T.2,.19oe.

A. E. WOLGOTT. TRACTION ENGINE.

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ALVEN E. XVOLCOTT, OF TACtlM, \VASHING"ON.

TRAoTioN-ENGlNl-z.

Specification of Letters Patent.

Patented oct. 2,1906.

Application llnd March l. 1905. Seria', No. 947,913,

To all whom. if ntmy concern:

Be it known that I, AIA-'EN E. Worcorr, a citizen of the United States of America, residing at Tacoma, in thc county of Pierce and State of 'ashington7 have invented certain new and useful Improvements in Traction- Engines, of' which the following is a specificati n, reference being had therein to the accompan ing drawings.

This invention relates to road-vehicles, especiallv to that class known as tractionengines, and has 'for its objects to increase the ratio between tractive force and weight; to increase its ability to turn on sharp corners without reducing its tractivc force to make the relations between the speed and the tractive force inversely proportionate withoutaffecting the power of the drivingengine; to suit the varying grades and other external circumstances; to make each wheel a traction-wheel revolving in exact accord with the other wheels, but independently reversible; to provide a. simple and effect-ive adjustable mechanism Whereb)T the speed and power of the traction-engine. is controlled; to )rovide a power-transnntting medium which will lubricate the main engine and theI motors on the traction-wheels; to improve the construction of the rotary mstors on the wheels, and to provide a mechanism Which will hold the stationary porticns of the rotary mot-ors from turning, but which will give them erfcct freedom of longitudinal and vertica movement. 1 attain these objects by the devices illustrated in the accompanying drawings, in which- Figure 1 is a plan of my traction-engine, and Fig. 2 is a side elevation thereof.V Fig. 3 is a plan ol" the comiectingdink between the explosion-engine and the pump-operating mechanism. Fig. 4 is a vertical longitudinal section of the power-box. Fig. 5 is a vertical cross-section, and Fig. 6 is a horizontal section thereof. Fig. 7 is a vertical section of the controlling-valve. Fig. S is a horizontal section of the pum Fig. 9 is a horizontal section through the adjustable fulcrum-block. Fig. 10 is a side elevation of one of the traction-wheels. Fig. 1 l is a side view of the axle-box. Fig. 12 is an end View of the hanger for the equalizer-har. Fig. 13 is a side View of a wheel with the covef of the motor removed and the central portion in section. Fig. 14 is a section nl' one of he piston-blocks. Fig. 15 is a vertical crosssection of a wheel. Fig. 16 is a. section of one of the recess-chambers ith the swinging plate of the motor pivoted therein.

Similar numerals of reference refer to similar )arts throughout the several views.

rllhe frame of my traction-engineis con. structed, preferably, of light rolled -steel beams 1, which are connected and cross-connected, so as to form a substantial and stiff fra-me on which the platform 'Z is built. vThe frame has a wheel-space on each side of the reas thereof adapt-ed to receive the rear wheels 3 and 4 of the engine, and, further, it has a turn-table 5, resting on the circular plate 6, which has suitable cross-bars 7, adapted to receive the bearings of the front wheel 8. Y

The bearings of the wheels 3, 4, and 8, from which the frame 1 is hung, are illustrated in detail in Figs. 11 and 15 and consist of an ordinary beari ig-box 9, through which the axle 10 passes and havingbeams 1 of the frame supported on the spring 11, which is itself supported from a plate I2, hung from the box 9. Side guide-linges 13 allow a vertical relative movement ot' the axle 1G and th frame-beam 1, but prevent-any considerable relative longitudinal motion. The bearings of the rear wheels 3 and 4 are secured to t-he frame-beams 1 but those ofthe front wheel 8 are secured to the cross-bars 7 of the circular plate 6, which allows said wheel to be turned on a vertical axis through one hundred and eight-y degrees. The means employed to control this turn-table support is not shown in the drawings, but ma) be any of the Wellknown steering devices. Each of saidv wheels 3, 4, and 8 is provided with a hydraulic or fluid motor and is a driving-Wheel, and I am therefore enabled to use a much lighter machine to get a certain tractive force, as the entire weight is supported on the drivers.

The power which is supplied to the moters l on the wheels is derived from an engine and transmitting mechanism supported by and located in a power-box 14, which is sup orted in any convenient position on the amebeams 7. This power-box is illustrated in Figs. 1, 2, 4, 5, and 6 and consists of a closed box, the lower portion thereof being Watertifrht and the upper portion having removable side plates 15, which are normally se- IOO curely fastened to the box 14, but which may be removed for the purpose of inspection or repairs. This ower-box 14 is kept about. one-half full of the liquid (water or oil) used in the motors on the wheels 3, 4, and 8, and the mechanism for forcing said liquid through the motors and for controlling said motors is located within said box and mostly immersed in said liquid.

I have indicated in the drawings that the preferred prime mover is a d:mble-eylirulered explosion-engine whose cylinders 16 are secured to.the front and rear ends of the upper ortion of the box 14. These cylinders are. liuilt in alinement and their piston-rods 17 are fastened together by the double yoke or strap bars 18, Figs. 3 and 4, so that both engines work together. I have not illustrated any of the details connected directly with these complementary engines, for any of the well-known types of engines may be used,

though I believe that two-cycle explosion-em' gines will be found to have the most allround advantages under the circumstances under which these traction-engines will be used. I

In the space between the yoke-bars 18 is pivotally secured the connecting-link 19 by the pin 26 assing through it and the bars 18. The ot ier end of this connecting-link 19 is forked, so as to ass on each side of the end of the vibrating ar 21, to which it is secured by a pin. This vibrating bar 21 is pivoted to the bottom of the power-box 14 and sin-ply vibrates with the :notion of the pistonrods 17 of the engine, being controlled by the connecting-link 19.

In the upper part of the box 14 and near one end thereof is journaled the shaft 22, which passes through the box 14 and is provided with ily-wheels 23 at its ends. The crank 24 is located centrally in said shaft 22. The connecting-rod 25 joins the crank 24 with the vibrating bar 21. Thus the motion of the bar 2 and the piston-rods 17 is controlled by the rotation of the tlv-wheel shaft 22 through the connecting-rod 25. v

Secured to the lower portion of the front end of the'power-box 14 are two guide-castings 26, having vertical guide-channels 27 therein, as showt in Figs. 4, 5, 6, and 9. Within these channcis slide the vertically-adjustable fulcrum-bearings 28, which are formed on the ends of the vertical rods 29. These rods 29 ein at their upper end to form a boss 30, through which the adjusting-screw 31 passes. Screwl '-31 passes vertically out of the power-box 14 and has an operating handwheel 32 at its upper end. These parts preferably pass up into a box secured to the top of the power-box, 14 out ot' which the screw 31 rejects.

The i crum-hlock 34 has trunnions 35, which engage in the ulcrum-hearings 28, and consists of a rectangular piece with a rectangular vertical hole therethrough. This fulcrum-block 34 moves up or down with the bearings 23 and forms an adjustable fuh'rum for the hereinafter-described transmitting n .echanism.

On the outside ofthe guide-castings 26 are formed, near the upper ends thereof, the lugs 36, from which hang the links 37. A transmitting-lever 38, formed with side arms 39 at its bot-tom end, like an invertedT, is hung by said arms 39 from said links 37, and its central part passes freely through the rectangular hole in said fulcrum'-block 34 and extends upward therefrom.V The upper end of this transmitting-lever 3S is connected to the vibrating bar 21 by the link 40. .Thus the motion of the bar 21 swings the lever 3S about the adjustable fulcrum-bearings 28, and since the supporting-links 37 are of constantlengththe lever 3S will also slide through the block 34 if the bearings 28 are not concentric with the lugs 36. Thus I am able to alter the length of the stroke of the side arms 39 withoat altering the engine-stroke at all by simply sliding the fulcrum-block 34 up or down 1n the guide-channels 27 'of the eastings 26. The side arms 39 are below the bottom of the castings 26. The ends of the side arms are upturned a sui'li'cient distance so that the fuleriun-bearings 2S Amay be lowered to come in line therewith, thus stopping all motion of said upturned ends, and therefore sto ping the stroke.

he pum -cylinder 41 is mounted on the bottom of t e power-box 14 and is provided with inwardly-opening inlet-valves 42 at each @nd of the bottoni thereof and also with outwardly-opening outlet-Valves 43 at each end of the top thereof, saidinlet-valves comrnunieating with the interior of the powerbox, so as to admit the 'oil or water therein contained into the pump-cylinder, and said outlet-Valves opening into 'a discharge-passage 44, formed on the to of the cylinder. The plunge;1 45 fits the cylinder 41 and has packing-rings at each end'andan operatingpin 46 passing horizontally through it. This pin 46 extends out on eachside of the lunger through horizontal slots47 in the si es of the cylinder 41 The connecting-rods 4S join the ends of the pin 46 with the upturned ends of the side arms 39 of thetransmitting-lever 38. Thus the plunger 45"1noves with the lower end of the transmitting-lever and is therefore controlled in the length of its stroke by the position of the fulcrum-block 34. The length of the slots 47 is such as to allow the in 46 to travel the longest, stroke, and the length of the plunger is such that the slots 47 are never uncovered by the ends thereof, even with the longest stroke.V The connecting-rods 48 are secured to the Side arms 39 at the same points that the-.hanging links 37 are. Since the length ot the stroke of the plunger is variable and is; .controlled by the position of the fulcruln-block, it "is evident that the quantity of oil or water passed through the outlet-valves 43 will varv with and be controlled by the position of said ful- Crum-block. i

The distributing-chamber 49 extends at right angles to and above the discharge-passage 44 and is connected therewith.` 'This chamber receives the oil or water from the lo discharge -passage 44 and distributes it through the three valves placed above it to the motors on the three wheels 3, 4, and S.

The three valve-seats 5() are secured to the top of the distributng-clmmber 49 and are I 5 conical in form, and each'has two narrow vertical ports therein leading to the. two pipes which conduct the oil or water to or from the motors on `the wheels 3, 4, and 6.' Wvithin the valve-seats 5() are placed the conical 2O valves 51, which are so formed with a parti` tion therein that the top central hole communicates with a port or passage 52, which is wide enough to connect both the ports in the valve-seat 5() and so that the bottom central A hole connects with ports 53 on each side of the port 512 and so spaced that if one of the ports 53 is connected to one of the ports in the valve-seat 50 the central port 52V is connected to the .other port in the valve-seat. 3o The shape of the valve and seat being conical and the pressure coming from the base or below, it is evident that while the ump is working it will be dillicult to move t le valve on the seat. It is evident that if the valve 51 is turned, as shown, in the upper valve in Fig. 6, then the outer pipe is the exhaust-pipe .connect ing to port 52 of' the valve,` and the inner pipe is the pressure-pipe; but if it is turned, as in t-he central valve in said F 6,

4o so that the port 52 connects with both ports of the valve-seat 5i), then both pipes are connected to the exhaust-passage and are shut ol from the. pressure, so that the wheel S (which is controlled by the central valve) is in this case shut'olll and su plies no t-ractive force. 1f, however, the valve is in the position shown in the lowest valve in said Fig. 6, then the outer pipe is the exhaust-pipe and the inner pi e is the pressure-pipe. These 5o valves are a l turned by rods 79 passing up therefrom and having handles 80 on the outside of the power-box.

The above-mentioned ports in each of the valve-seats 5() connect with the pairs of pipes 54 and 55, which pass through the owerbox 14. The pipes 54 and 55, which cad to the front wheel, are directed forward; but those leading to the two rear wheels pass toward the rear. I have indicated the 6o pipes 54 as the pressure-pi es if all three wheels are directed to u l forward, and therefore the pipe 55 is t e exhaust-pipe in this case. It is evident, as above stated. that by turning any one of the valves the wheel controlled thereby may be made to cease pulling or may be reversed. Thus I am enabled to turn my traction-engine in very small s )acc by turning the wheel S in the turn-table at right angles to the. normal position and by reversing one of the motors; 7o on the rear wheels 3 or 4.

After the pipes 54 and 55 leave the powerbox 14 they are led to the motors by metal and flexible pipes. The pipes leading to the. front wheel S are led to a table 56, supported over the wheel, and ay pair of llexible connections lead therefrom to the motor, the ilexible connecting-pipe of the pipe 54 passing almost directlj.' down to its connection with the motor, but the flexible connecting-pipe of the 8o pipe 55 passing down from the upper table 56 on the other side and )ass-ing to the circular plate 6 of the turn-table and being secured thereto and passing along said late 6 to a connection with the motor. T iis arrangement of the flexible pipes allows the wheel 8 to be turned-about a vertical axis without tangling the flexible pipes connecting therewith.

The wheels 3, 4, 'and 8 are similar in all re- 9o spects except that if they are provided with grouscrs on their tires those on the wheel 4 are set at the reverse position from those of the wheels 3 and 8, so that when it is as- `sembleo" into t-he engine and turned with its motor toward the inside of the engine the grousers on its surface will correspond with those on the wheels 3 and 8. A description of one wheel and motor will therefore apply te all three wheels and theirmeters. :cc

The tires 57 are made broad enough so as to give sullicient surface to support the engine in soft ground. Referring to Fig. 15, it will be observed that the hub 5S is connected to the tire by the double set of spokes 59, one of said sets being placed Well within the wheel, so that the motor-body will not extend much beyond the wheel. The axle 10 lpasses through the hub 58, being secured thereto, and passes through the above-de- 1 lo scribed bearing-box 9. The hub 58 does not' extend the entire length of the axle between the boxes 9.

The motor conslsts of a sleeve on the axle and holding the circular cylinder, in which the r 15 .stationary piston-blocks work, and a Series of four swinging plates secured to the circular cylinder and which transmit the pressure and cause the c), linder and the Wheel to rotate. Considering first the revolving circular cylin- 12o der, this is formed of a sleeve 60, through which the axle 10 passes and which carries a circular plate 61, formed in a half of the c ilinder 62. This portion also has four recess-chambers 63 symmetrically placed there- 1 2 5 on, in which the swinging plates 64 are pivoted, Figs. 15 and 16, being kept pressed toward the cylinder by the spring 65. These plates 64 are larger than the cylinder 62 and bear against recesses therein, so that the 13o strain thereon is transmitted entirely by the periphery and not at all through the pivot of the plate 64. The remainder of the circular cylinder is formed by the casting 66, which is secured to the ilate 61. This part 66 does not quite meet t le plate 61 at the inner radius of the circular cylinder. but leaves a space therein for the stationary casting. Further, there is a circular hole in said casting 66, through which the main body of the stationary casting passes to lead to the interior of the circular cylinder.

rlhe stationary casting 67 lits over the sleeve 60m@ s inwar( ietween the plates 61 and 66, having a thin portion reaching to the circular cylinder 62. This cast-ing 67 is kept from rotating with the wheel b v the holding-bars 6N, engaging the two i'iametrically opposite lugs 69 on the casting 67 and secured at their other ends to the equalizer, as hereinafter described. These bars 68 prevent any rotary motion of the casting 67, but allow it to have perfectly free motion horizontally and vertically, thus allowing it to move in the parts 61 and 66, secured to the wh .el without binding thereon. A pair of pipes 70 extend out from the casting 67 on each side and a little above the center thereof and enter a pair of passages 71 and 72 therein. These passages lead straight inward and then flatten and broaden and turn, so as to lead up to form ports on each side of the hereinafter-described piston 73, and a branch from each leads downward and cross each other below the sleeve 60 to form yports corresponding with but diametrically opposite to the ports formed by the upper passages. The ports formed by these passages are of about the same area as the supply-pipes; but since they have to be very narrow where they connect with the interior of the circular cylinder they must therefore be broad in the other direction, as shown in F ig. 13. The ports are arranged so that the distance between them is one-quarter of the circle, and they all extend from said quarterpoints to the piston-blocks 73. These pistons 73 are formed on the edge of the stationary casting 67 and fit in the circular cylinder 62, which revolves about the center of the axle. The piston 73, however, remains stationary. Spiral cam-tracks 74 lead from points close to the quarter-points above mentioned to the Sides of said pistons in such a manner as to lift the swinging lates 64 from their working position into t 1e chambers 63 as they approach the pistons 73. Since the plates 64 are set at the quarterpoints,A it is 'evident that when one of them reaches the" voint of the exhaust-port the succeedingfp ate has just taken the pressure from tl'ie'feedport, so that the plates which are being lifted by the cam-tracks are not -under pressure and can therefore be easily lifted. Since the pistons are stationary, it

follows that the cylinder must revolve, and I have therefore arranged the driving-bars 75 to connect the casting 61 with the tire 57.

The equalizer above mentioned consists of a bar 76, extending longitudinally of the 7o engine and having each end between the double rollers 77 secured to the frame 1. The bar 76 has upper and lower cross-arms 7S extending from near its center, and said cross-arms 7S have pins therein to which the 75 'movement between said parts, so that the tractive force of the wheels is transmitted Since the ends 8o through the axles 10, the boxes 9, and the guide-flanges 13 to the frame 1 of the engine, and none of it is transmitted through the stationary casting 67.

' Having thus described my invention, what I claim is- 9o 1 A traction-engine, having a primary engine mounted thereon and independentlycontrolled motors driven thereby mounted on the wheels thereof.

2. In a traction-engine, the combination of a primary engine mounted thereon, motors mounted on the wheels thereof, controllable f transmitting mechanism driven by said primary engine and driving said motors, and means between said primary engine and said mot-ors whereby each of said motors are independently controlled.

3. In a traction-engine, the combination of a primary engine mounted thereon, a pump, intermediate driving mechanism, fluid motors mounted on the wheels thereof, connections between said pump and said motors whereby said motors are driven and valves in said connections whereby said motors are independently controlled.

4. In a traction-engine, the combination of a primary engine mounted thereon, a pump, intermediate controllable driving mechanism, fluid-motors mounted on the wheels thereof and connections between said pump and said motors whereby said motors are driven. i

5. In a traction-engine, the combination of a primary engine mounted thereon, vibratlng lever mechanism connected therewith and operated thereby, a pump operated by said lever mechanisml` fluid-motors mounted on the wheels thereof, and connections between said pump and said motors whereby said motors are driven.

6. In a traction-engine, a transmitting-lever having a confined motion at one end and an adjustable mot-ion at the other end.

7. 1n a traction-engine, a transmitting-lever having a confined motion at the applying' IOO - -..m een...

i 5 i i i mitting end.

end and an adjustable motion at the trans- .8. ln a traction-engine. the combination with. a supporting-fraine, of links pivot ally secured thereto,a transmitting-lever pivotally secured to the other end of said links and Aassing through a l'ulcrum-blocband an adjustable lulcrum-block engaging said frame.

t). In a traction-engine, the combination with a supporting-frame having a guidecliannel therein, of links pivotally secured to said frame, a trausmitting-lever iivotally secured to the other end of said l' il-is and passing through a fulcrum-blocn, .a fulcrumblock having trunnions engaging said guidechannel, and means for adjusting the position of said trunnions in saidl guide channel.

10. In a traction-engine, the combination with a supporting-frame having a guidechannel therein, ot' links pivotally secured to said frame, a transmitting-lever pivotally secured to the other end oi said links and passing through a fulcrum-block, a fulcrum-block having trunnions, and fulcruxn-bearings engaging said trunnions and being adjustable in said guide-channel.

11. In a traction-engine, the combination with a supporting-frame having a guidechannel therein, ol' links pivotally secured to said frame, a transmitting-lever ivotally secured to the other end of said lin and passing through a fulcrum-block, a fulcrum-block having trunnions, fulcrum-bearings engaging said trunnions and said guide-channel, and screw-adjusted bars secured to said fulcrumbearings whereby said bearings may be moved in said guide-channel.

12. In a traction-engine, the combination o1' a primary engine mounted thereon, a pump, intermediate transmitting mechanism whereby the piston of said pump is actuated, adjustable mechanism whereby the length of the stroke of the iston of the pump is adjustably controlle fluid-motorsmounted on the wheels thereof, and connections between said pump and said fluid-motors whereby said motors are driven.

13. ln a traction-engine, the Combination of a primary engine mountedv thereon, a vibrating bar connected therewith, a crank and connecting-rod connected to said vibrating bar whereby the vibrations thereof and the motion of the piston of said engine is limited, a vibrating lever linked at one end to said vibrating bar and actuated thereby, means for supporting said lever independent of the fulcrum thereof, a lulcrum-block engaging said lever and sliding thereon, means for holding said fulcrum-block in variouspositions on said vibrating lever, and means actuated by the other end of said vibrating lever whereby the wheels of said engine are driven.

14. In a tractionengine, .an adjustable transmitting mechanism consisting of a vibrating bar having a continedmotion, a-vibrating lever linked at. one end to said vibrating bar and passing through an adjustable fulcrum-bloek whereby the transmitting end of sa id vibrating lever has a motion dependent. for its length on the position of said ful- 7o Crum-block.

15. ln a traction-engine, an adjustable transmitting mechanism consisting of a v1- brating bar having its motion confined by crank connection with a rotating shaft, a vibrating level' linked at one end to said vibrating bar and actuated thereby, said vibrating lever passing through an adjustable fulcruinblock whereby the transmitting end of said vibrating lever has a motion dependent for 8o its length on the position of said fulcrumblock.

16. In a traction-engine, a primary engine mounted thereon, a power-box containing a fluid, a pump immersed in said fluid and sucking said fluid therefrom', transmitting mechanism within said power-box between said primary engine and said pump, lluidmotors on the wheels of the traction-engine, pipes leading from the pressure-chamber of 9o said pump to said fluid-motors whereby said motors are supplied with the fluid under pressure and returnpipes leading from said motors to said power-box and returning the liuid thereto. s

17. In a traction-engine, a pump adapted to supply a fluid under pressure, consisting of a stationary cylinder having inward-opening inlet-valves and outward -opening outletvalves at each end thereof and having opposite longitudinal slots in the central portion thereof, a piston reciprocating in said cylinder and having its surfaces spaced so` that said slots are always therebetween, and a pin passing transversely lthrough the piston and through said longitudinal slots in said cylinder and adapted to be engaged and recipro-` cated by operating connecting-rods.

1S. In a traction-engine, tlie combination of a pump adapted to supply a fluid under 11o pressure, a pressure-cham er connecting the outlet-valves of said pu1np,a distributingchamber communicating with said pressurechamber, hollow valve-seats Secured to said distributing-chamber, two pipes leading from' ports in the sides of each of said valve-seats to fluid-motors on the wheels of said tractionengine, and hollow valves Within said valveseats and having three ports in the side thereof, and being open at top and bottom but having a partition therein whereby the top opening is connected to the central port thereof and the bottom opening with the side ports thereof whereby fluid under pressure from said pressurechamber is transmitted to one of said pipes and the returned fluid from the other pipe is exhausted through the top hole.

19. In a traction-engine, the combination of a pump adapted to supply a fluid under 13o pressure and having a controlled variable1 adap stroke, a pressure-chamber connecting the outlet-valves of said pump, a distributingchainber communicating with said pressureclianiber, hollow conical valve-seats secured to said distributing-chamber, two pipes leading from ports in the sides of each of said valve-seats to lliiid-inotors on the wheels on said traction-engine, and hollow conical valves within said valve-seats and having three ports in the side thereof and being open at top and bott-om but having a partition therein whereby the top opening is connected to the central port thereof and the bottom opening with the side ports thereof whereby fluid under pressure from said pressurechamber is transmitted to one of said pipes and the returned fluid from the other pipe is exhausted through the top hole.

20. A traction-engine having a common source of power and traction-wheels each having a separately-controlled motor mechism driven by said power.

21. A traction-engine having a common source of power and traction-Wheels each having a separately-reversible motor mechanism driven by said power. f

22. In a traction-engine, the combination of a traction-wheel, a revolving circular cylinder secured thereto and turning therewith, a stationary circular casting engaging said revolving cylinder, stationary piston-blocks Within said circular cylinder, plates in recesses in said revolving cylinder and adapted to swing away therefrom, and pressure and exhaust passages in said stationary casting and forming ports in said revolving cylinder on each side of the stationary pistons therein.

23. In a traction-engine, the combination of a traction-wheel, a revolving circular cylinder secured thereto and turning therewith, a stationary circular casting engaging said revolving cylinder, two stationary pistonblocks within said circular cylinder at points diametrically opposite each other, four plates in recesses at the qiiarter-points in said revolving cylinder and adapted to swing away therefrom, and pressure and exhaust passages in said stationary casting and forming ports in said revolving cylinder said orts eX- tending on each side of said pistonlocks to the quarter-points and being cross-connected in pairs.

24. In a traction-engine, the combination of a traction-wheel, a revolving circular cylinder secured thereto and turning therewith, a stationary circular casting engaging said revolving cylinder, two stationary pistonb'locks within said circular cylinder at points diametrically opposite each other, two oppositely-curvcd spiral cani-tracks secured to opposite sides of each of said stationary pistons and extending therefrom to sai stationary casting, four plates in recesses at the quarter-points in said revolving cylinder and ted to swing therefrom on said spiral cam-tracks into rear recesses therefor, and pressure and exhaust passages in. said stationary casting and forming ports in said revolving cylinder, said ports extending on cach side of said piston-blocks to the quarterpoints and being criiss-connected in pairs..

25. In a traction-engine., the combination of a traction-wheel mounted on an axle, a sleeve mounted on said axle beside the hub of said wheel, a circular plate formed with said sleeve and forming a portion of a circular cylinder and recess-chambers, bars connecting said circular plate wit-li said wheel, al supplementary plate secured to said circular late and forming the remainder of said cylinder, a stationary casting mounted on said sleeve and projecting between said circular plate and said supplementary plate into said circular cylinder, two stationary pistonblocks formed on said stationary casting and lit-ting within the circular cylinder formed by said plates at points diametrically opposite each other, two oppositely-curved spira cam tracks secured to opposite sides of each of said stationary piston-blocks and extending therefrom to said stationary casting, four s ring-actuated plates pivoted in recesses at the quarter-points in said revolving cylinder and adapted to swing therefrom on said spiral tracks in said recess-chambers, and pressure and exhaust passages in said stationary casting and forming ports in said revolving cylinder said ports extending on each side of said piston-blocks to the quarter-points and being Vcross-connected in pairs.

26. In a traction-engine, the combination of a traction-wheel, a revolving circular cylinder concent-ricaily secured thereto, a circular casting concentric with and engaging said circular cylinder, a pair of holdin g-bars pivotally secured to said circular casting, a cross-sliaped e ualizer-bar to whose cross-arms are ivotal y secured the other ends of said ho dingbars, and double rollers secured to the frame of the traction-engine and ada ted to hold the two ends of said equalizerar whereby relative longitudinal and vertical motion between the frame and the circular casting is pei mitted but rotary motion thereof is prevented.

.7. In a traction-engine, the combination of a primary engine mounted thereon,a pum driven thereby, means for adjustably contro ling the amount of discharge of said pump,

fluid-motors mounted on the wheels thereof, and separate connections between said pump and each of said fluid-motors whereby said motors are driven.

28. In a traction-engine, the combination of a primary engine mounted thereon, a pum driven thereby, means for adjustably contro ling the amount of discharge of said pump, separate connections between said pumps and each of said fluid-motors whereby said i o'o motors are driven, and separate controllingvalves in snid connections whereby ezu'h of` Said motors` nre independentl \v controlled.

29. ln :i traction-engine, the combination of u power-box, e, primar)Y engine mounted thereon, u pump mounted therein, connectingr mechanism hy which said pump is driven, and il fluid within said box und mmersiner said pump and Suid driving mechanism therein.

30. In a. traetioibengine, the combination of a frame, a trau-tion-whecl mounted therein, a rotating motor part mounted on and concentric. with said wheel, n non-rotnting renctlve motor part mounted on said wheel und 1n contact with and concentric with said rotating part, and flexible means linkingr said frame to said non-rotating part whereby said part is held from rotating.

31. In a. traction-engine, the combination o1 a prin'iary engine mounted thereon, a

pump, intermediate controllable driving mechanism, fluid-motors mounted on the wheels thereof, connections between said pump :md said motors whereby said motors are driven, and control]ing-valves 1n said connections whereby said motors are controlled.

32. In n traction-engine, the eomblnutlon

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