Improvements relating to Railway Rolling Stock, and Designed to Facilitate the Passage of Trains or Vehicles over Curves.
Year: 1886

page_text: Improvements relating to Railway Rolling Stock, and Designed
to Facilitate the Passage of Trains or Vehicles over Curves.
[1
I, WILLIAM ROBERT. LAKE, of the firm of Haseltine, Lake & Co., Patent Agents,
Southampton Buildings, in the County of Middlesex, do hereby declare the nature
of my invention for IMPROVEMENTS RELATING TO RAILWAY ROLLING STOCK AND
DESIGNED TO FACILITATE THE PASSAGE OF TRAINS OR VEHICLES OVER CURVES
to be as follows:-
This invention relates to railway rolling stock, and has for its object to enable
trains or vehicles to pass over curves of very small radii, which is of the greatest
importance for the projection and economic construction of railways.
J
Heretofore it has been impossible, by reason of the construction of the rolling
stock, to reduce, even in stations, the radii of curves of the line below the extreme
limit of from 180 to 200 metrès. This invention' permits this inconvenience to be
remedied and the complete solution of the problem of the economical projection of
railway lines.
-'
This improved system consists essentially as follows.
2
First Giving to the journals of wheels loose upon their axles the capability of
rotation upon a vertical or nearly vertical axis preferably outside the flanges, and
perpendicular or not to the generatrix of the rolling surface of the wheel-tyre. In
this latter case, the wheel has the tendency to place itself in its normal position
relatively to the rail without the intervention of flanges.
13
Second-Giving to trucks or locomotives having more than two axles, the
capability of a greater amount of lateral movement than is possible in the 'railway
rolling stock at present in use.
Third For locomotives; (a) communicating motion to wheels conforming to
these conditions in the following manner i,e. fastening the driving rods upon
a driving shaft suspended from the frame, this shaft actuating at each extremity a

page_text: connecting rod, which is absolutely rigid and guided by cranks likewise suspended
from the frame, and whose axes of rotation are parallel to the driving shaft, but
not situated in the same plane, in order to avoid the dead points.
(b) Fixing to the leading wheel the extremity of a helical spring, or one having
the same properties, the other extremity of this spring being articulated to the rod
which describes a circle, the centre of which is in the axis of the axle; in this
manner the wheel while moving retains its capability of convergence and lateral
displacement, and gives freedom for the vertical oscillations produced by the play
of the suspension springs.
(c) In order that the locomotive shall always tend to move back into its normal
position relatively to the axis of the line, and that in a curve every row of wheels
can, without sliding at the jaunts, pass the line of rails, intercalating on each side
between the driving shaft and the connecting rod an instantaneous friction coupling
having double pawls acting in two directions.
I will describe in succession the various means proposed for the practical
realization of the principles above set forth.
Among the various means which can be employed for enabling wheel journals
to pivot upon axes perpendicular to their proper axes of rotation, one of the simplest
is based upon this fact that a very slight angular displacement of the plane of the
wheels is sufficient for permitting them to pass freely over curves of small radii,
it is, in fact, easy to understand that a truck having two axles placed at ten metres
will pass over a curve of 50 metres radius by permitting the journals to turn
through an angle, the sine of which is 10.
Starting from this, I will consider a hollow journal the interior of which has the
lower and upper faces plane and at right angles to a vertical line, which is provided
at its extremities with shoulder washers designed to maintain in position the nave
of a wheel capable of turning freely upon its external circumférence. It is clear,
if in the interior of the piece thus described is arranged an axle-journal suitably
diminished on both sides of the vertical axis, the wheel mounted on this journal
can turn upon the said axis, it is in fact only necessary to give the exterior faces
of the shoulder washers above indicated cylindrical forms. "But if it is remarked
that the point of contact of the wheel-box with the journal is always at the lower
part and in close proximity to the vertical axis this journal can be reduced so as to
be only a simple bearing having the form resulting from the section made in a
'cylinder or in a cone, according as the journal is cylindrical or eonical." In an axle
constructed according to these principles, the hollow journal theoretically described
is dispensed with and the journal of the axle is simply replaced by a bearing. This
journal only has a small portion of circular form, and the nave of the
coincides exactly with the circumference of the journal only at this part, whilst at
every other point a certain play is provided for between the journal and the nave.
"From this arrangement it results that each wheel can assume with respect to its
axis, "different relative positions by turning upon the vertical diameter of the
circular portion and that in this rotation the bearing is carried along by the wheel
and turns upon the same vertical
az axis.
14.
JI
1.
wheel
The position of the vertical axis upon the journal is arbitrary, and experience
determining what is most suitable for the regular operation of the apparatus.
However, if this vertical axis were always arranged outside the flanges, but at
some distance from the plane of the wheel, it would be necessary to connect the
bearings of the wheels mounted on the same axle, by a lever oscillating upon an
axis.
".
As has been stated above, the bearing is provided at its extremities with shoulder
washers, the internal faces of 'which can be arranged so as to be easily replaced in
case of wear; these washers are completely connected with the bearing and regulate
its displacement. Their external faces present the form of a cylindrical segment,
the vertical axis of which coincides with the vertical axis of the circular part of
the journal

page_text: The plane lower portion of the journal of the axle in some cases carries a
projecting pivot entering an opening formed in the bearing, but it will be under-
stood that the employment of this pivot is not indispensable, by reason of the
connection existing between this bearing and the shoulder washers mentioned
above.
The result of the arrangements described is that the wheels of any vehicle rolling
upon rails can, in curves, easily yield to the pressure exerted by the reaction of
the rail upon their flanges and always place themselves in such positions that their
plane coincides with the plane forming a tangent to the curve made by this rail,
and; moreover the action even of the weight of the vehicle tends to place the
wheels automatically in this position, if care is taken to give a perceptible conicity
to the tyres.
It will accordingly be understood that rolling stock constructed according to the
principles set forth above, and with the same mode of fastening as in the actual
stock, can move at any velocity. In fact; where the way is continuous the security
is absolute, because if the flange encounters the rail, it yields and cannot con-
sequently pass over it.
At interruptions of rails, it may be well to examine the consequences on the one
hand at switches for passing to another line and on the other hand at the crossings
of two lines.
1st. Switches for the passage to another line.
If the switch is made tapering it is clear that the crossing will be passed över
without any inconvenience. If this switch is made pointed, when the wheel passes
the gap, its connected wheel is guided by the opposite rail and prevents the turning.
of the point of the switch.
2nd. Crossing of two lines.
")
If the distance of the axles does not pass beyond about 5 metres and if the
amplitude of the rotation of the journals is only arranged for passing over curves
of 100 metres radius for instance, the crossing will be passed over without incon-
venience and without the chance of turning the points. It is only in the case of
rolling stock the axles of which are 10 metres apart and of axles provided with
journals having a freedom of rotation compatible with curves of 50 metres that
theoretically there might be uncertainty about the safety in passing the gap of the
crossing. In this special case it would be sufficient, for ensuring the passage; to
fix to the axle (within or without each wheel) a guide in the form of a fork
embracing the wheel without touching it, and to terminate the extremities of this
guide at about thirty millimetres above the rail in the vertical direction; and in
the horizontal direction to terminate them on the interior of the tyres.
:
It is clear that these extremities, which may if necessary bear laterally against
the opposite rail raised up sixty millimetres, will maintain the vehicle upon the
line which it is to pass.
•
PIPE
From the above observations it will be understood that even without guides
the truck will pass over crossings of 15°, which will enable the adoption of curves
of from 100 to 120 metres radius for bifurcations. The above described improve-
ments are also applicable to locomotives.
The driving wheels of the engine are actuated by means of rigid connecting
rods receiving motion from the driving shaft actuated by the pistons; these
connecting rods are moreover guided, as described, by means of cranks whose
shafts mounted upon the frame of the engine are not situated in the same plane
as the driving shaft.
This arrangement has for its object to compel these rods to move only in
vertical planes and not to be able to undergo any displacement under the action
of transverse strains proceeding from the lateral movements of the wheels upon
their. vertical axes passing through the circular portions of the axle journals upón.
which they are mounted.
ر

page_text: In order to leave these wheels free in a certain measure to yield to the trans-
verse reactions of their flanges upon the rails, and to permit the convergence in
passing curves as well as in lateral displacements resulting from the play left to
the axles in their guards, I interpose between these wheels and the articulating
pin for the connecting rods helical or other springs whose elasticity in every direc-
tion not only permits these wheels to yield to various displacements which they
are called upon to withstand, but also to ensure a certain freedom to the vertical
oscillations resulting from the play of the suspension springs.
In passing over curves the helical springs enable the wheels to place themselves
always so that their axes of rotation converge even in the centre of the curve
although the connecting-rods which actuate them move constantly in vertical
planes parallel to the axis of the locomotive.
1
As has been stated upon the driving shaft is placed an instantaneous friction
coupling, designed to permit each set of wheels to pass without slipping when
passing curves.
This coupling consists of the following combination of parts that is to say
A disc is fixed upon each of the cranks of the driving shaft upon which the
pistons of the engine act. Each disc is provided in its internal periphery with a
circular groove of angular form, it is also provided with a journal inserted into a
crank sleeve upon which the connecting rod is articulated. This sleeve has two
ears in which are articulated friction pieces or pawls having projecting surfaces
corresponding exactly with the grooves of the disc.
0
A spring adapted to the pawls and bearing constantly against this disc serves
to determine the initial movement of the pieces.
"
The disc, the sleeve and its friction pawls and springs constitute the instantaneous
coupling.
1.
:
The operation of the instantaneous coupling is as follows. Supposing the engine
to be in a curve the wheels on the inner side of the curve having to pass over less
distance than the outer wheels will tend to move the engine quicker on the
external side and accordingly turns the outer wheels quicker than the driving
shaft. The wheels then disengage and roll separately, and if the difference of the
velocities is sufficient the pawls oscillate in opposite directions and drive the
external wheels. The latter accelerate because the action of the driving shaft is
exerted only upon them and eventually because the internal wheels have become
the drivers, the speed of the locomotive will therefore be restored on the internal
side; at this moment an inverse effect is produced on the other side and so on.
In other terms, if slipping of one row of wheels commences, this row experiences
a greater resistance than that which the opposite row encounters, and its connec-
tion by its coupling with the driving shaft will augment, but the opposite row
turning quicker (because it has less resistance to overcome) disengages and even-
tually becomes the driver and roll freely as required by the rail, until no longer
receiving the action of the motor, it moves slower and engages as it was before the
commencement of the slipping.
If slipping commences simultaneously upon the two rows of wheels, there
would be on the exterior an accelerated slipping and on the interior a retarded
slipping consequently the internal row will be instantaneously disengaged.
It follows from this that the commencement of slipping has the effect of
rendering the two rows of wheels independent and of permitting them to roll
lengths equal to that of the respective rails over which they pass and that the
locomotive is caused to make a motion similar to that of the present engines
which have the continual tendency to place themselves in a straight line.
It may be added that if this engine must circulate upon great and long inclines,
it is possible during the descents to let the whole driving apparatus (cylinders,
driving rods, distribution) rest, it is sufficient for this to arrange in front of the
pawls a movable stop of circular form, capable of engaging when desired in a
circular groove with a hole provided in the pawls; this stop having a motion of

page_text: translation parallel to the axis of the driving shaft, can be forced into the groove.
The pawls maintain them in their mean position and prevents them from rocking.
It will be understood that owing to the arrangements described, this new
method of constructing the rolling stock of railways enables not only the trucks
of trains to pass in curves of a small radius but also locomotives having eight or
twelve coupled wheels for the traction of goods trains, with convergence of these
wheels and without sliding at the jaunts.
This system also permits the considerable relative separation of truck wheels,
that is to say, six metres for instance, and permits the bodies of travelling carriages
to extend between the axles so as to render possible the construction of carriages.
having two stories and the centre of gravity of which is not perceptibly higher
above the track than that of ordinary carriages.
T
1
ր +
2000

page_text: · Improvements relating to Railway 'Rolling Stock, and Designed
to Facilitate the Passage of Trains or Vehicles over Curves.
I, WILLIAM ROBERT LAKE, of the firm of Haseltine, Lake & Co., Patent Agents,
Southampton Buildings in the County of Middlesex, do hereby declare the
nature of this invention and in what manner the same is to be performed, to be
particularly described and ascertained in and by the following statement :-
This invention relates to railway rolling stock, and has for its object to enable
trains or vehicles to pass over curves of very small radii, which is of the greatest
importance for the projection and economic construction of railways.
Heretofore it has been impossible, by reason of the construction of the rolling
stock, to reduce even in stations, the radii of curves of the line below the extreme
limit of from 180 to 200 metres.
This invention permits this inconvenience to be remedied and the complete
solution of the problem of the economical projection of railway lines; and consists
essentially in the following features
1st. Giving to the journals of wheels loose upon their axles the capability of
rotation upon a vertical or nearly vertical axis, preferably outside the flanges and
perpendicular or not to the generatrix of the rolling surface of the wheel-tyre.
In the latter case, the wheel has the tendency to place itself in its normal position
relatively to the rail without the intervention of flanges.
2nd. Giving to trucks or locomotives having more than two axles, the capability
of a greater amount of lateral movement than is possible in the railway rolling
stock at present in use.
3rd. In locomotives (a) communicating motion to locomotive wheels conforming
to the above named conditions in the following manner viz, by fastening the
driving-rods to a driving shaft suspended from the frame, this shaft actuating at
each extremity a connecting rod which is absolutely rigid and guided by cranks
likewise suspended from the frame, and whose axes of rotation are parallel to the
driving shaft, but not situated in the same plane, in order to avoid the dead points.
(b) Fixing to each travelling wheel the extremity of a helical spring, or one
baving the same properties, the other extremity of this spring being articulated to
the rod which describes a circle, the centre of which is in the axis of the axle, in
this manner the wheel while moving retains its capability of convergence and
lateral displacement, and gives freedom for the vertical oscillations produced by
the play of the suspension springs.
(c) The employment on each side between the driving shaft and the connecting
rod, of an instantaneous friction coupling having double pawls acting in two
directions. In order that the locomotive shall always tend to move back into its
normal position relatively to the axis of the line, and that in a curve every row of
wheels can, without sliding at the jaunts, pass the line of rails.
I will now describe in succession the various means used for the practical
realization of the principles above set forth, referring for greater clearness to the
accompanying drawings in which,
Figure 1 is a diagram illustrating the application of the principle of this inven-
tion to the journals of railway axles.

page_text: Figure 2 is a longitudinal vertical section, showing the application of the
invention to a truck axle.
Figure 3 is a plan view showing the arrangement of the axle.
Figures 4, 5 and 6 represent transverse sections on the lines a b, c d and ef
respectively of Figure 2.
Figures 7 and 8 are sections on the lines g, h and k l respectively of Figure 3.
Figure 9 is a diagram showing the application of the improvements to a
locomotive engine.
Figure 10 is a transverse section thereof.
Figure 11 is a front view of one of the friction couplings.
Figure 12 represents a vertical central section of this coupling.
Figure 13 is a diagram showing, in plan, the position of the wheels of a
locomotive having six coupled wheels when passing round a curve.
Among the various means which can be employed for enabling wheel journals to
pivot upon axes perpendicular to their ordinary axes of rotation, one of the simplest
is based upon the fact that only very slight angular displacement of the plane of
the wheels is necessary for permitting them to pass freely over curves of small
radii for instance a truck having two axles placed at 10 metres apart will pass over.
a curve of 50 metres radii by permitting the wheels to turn upon their vertical
axes through an angle the sine of which is 10.
Starting from this, I will consider a hollow journal B Figure 1 having the
internal form represented at a, b c d that is to say having the lower face a b and
the upper faces c d plane and at right angles to a vertical line X X and provided
at its extremities with shoulder washers or flanges designed to maintain in position
the nave of a wheel capable of turning freely upon the external surface of the
said journal. It is clear, if in the interior of the journal thus described an axle A,
suitably reduced or cut away on both sides of the vertical axis X X is arranged,
the wheel mounted on this journal can turn upon the said axis X X the arcs a c
and b d which must be considered as at the extremities of the journal being
capable of passing to a¹ c¹ and b¹, d¹. It is only necessary to give the exterior
faces of the shoulder washers above indicated cylindrical forms. If the point of
contact of the wheel-box with the journal B, is always at the lower part and in
close proximity to the vertical axis X X this journal can be reduced so as to be
only a simple bearing A B X having the form resulting from the section made in
a cylinder or in a cone, according as the journal is cylindrical or conical.
Figures 2 to 8 show the arrangement of an axle constructed according to these
principles; In this arrangement the hollow journal B Figure 1 is dispensed with
and is simply replaced by a bearing C similar to the bearing A BX. The axle A
likewise is only of circular form at Y Y, so that the nave of the wheel coincides
exactly with the circumference of the axle only at at this circular part Y Y, a
certain play between the sides of the axle A and this nave being provided for at
every other point.
From this arrangement it results that each wheel can assume different positions
relatively to its horizontal axis by turning upon the vertical diameter of the
circular portion Y. Y and that in this rotation the bearing C is moved with the
wheel and turns upon the same vertical axis.
It is to be understood that the position of the circular portion Y Y upon the
axle is arbitrary, experience determining what is most suitable for the regular
operation of the apparatus. However, if this circular portion Y Y were always
arranged outside the flanges and at some distance from the plane of the wheel, it
would be necessary to connect the bearings of the wheels mounted on the same
axle by a lever oscillating upon an axis placed at the centre of the axle.
As has been stated above, the bearing C is provided at its extremities with
shoulder washers D, the internal faces of which can be arranged so as to be easily
replaced in case of wear, these washers D are firmly connected with the bearing C
'and regulate its displacement. Their external faces present the form of a cylindrical
5: .
LI

page_text: segment the vertical axis of which coincides with the vertical axis of the circular
part Y Y of the axle A.
i
In the arrangement indicated in the drawing the plane lower portion of the
axle A carries a projecting pivot E entering into an opening formed in the
bearing C, but it will be understood that the employment of this pivot is not
indispensable, by reason of the connection existing between this bearing and the
shoulder washers D mentioned above.
The result of the arrangements described is that the wheels of any vehicle
running upon rails can, in curves easily yield to the pressure exerted by the
reaction of the rail upon their flanges and always place themselves in such
positions that their plane of rotation coincides with the plane forming a tangent
to the curve made by this rail, and moreover, the action even of the weight of the
vehicle tends to place the wheels automatically in this position, if care is taken to
give a perceptible conicity to the tyres.
It will accordingly be understood that rolling stock constructed according to the
principles above set forth and with the same mode of fastening as in the rolling
stock at present in use can move at any velocities in fact; where the way is
continuous the security is absolute, because if the flange encounters the rail, it
yields and cannot consequently pass over it.
I will now consider the effect produced upon the wheels by the passage of a
train or vehicle 1st over a switch to another line and 2nd over the crossing of
two lines.
1st. Passage over switches to another line.
If the switch is made tapering it is clear that the crossing will be passed over
without any inconvenience. If this switch is made pointed when one wheel passes
the gap, its connected wheel is guided by the guard rail and prevents the turning
of the point of the switch even in extreme cases where the distance between the
axles is ten metres and where the amplitude of the rotation of the journals is
sufficient for permitting the passage in a curve of 50 metres radius.
2nd. Crossing of two lines.
If the distance between the axles is only about 5 metres and if the amplitude of
the rotation of the journals is only arranged for passing over curves of 100 metres
radius for instance, the crossing will be passed over without inconvenience and
without the chance of the wheels striking the ends of the crossing rails. It is only
in the case of rolling stock the axles of which are 10 metres apart, and of axles
provided with journals having a freedom of rotation compatible with curves of
50 metres that theoretically there might be uncertainty about the safety in passing
the gap of the crossing. In this special case it would be sufficient, for ensuring
the passage, to fix to the axle (within or outside each wheel) a guide in the form
of a fork embracing the wheel without touching it, and to terminate the extremities
of this guide at about thirty millimetres above the rail in the vertical direction,
and in the horizontal direction to arrest them on the side of the interior of the
tyres.
It is clear that these extremities, which may if necessary bear laterally against
the guard rail raised up sixty millimetres, will maintain the vehicle upon the line.
over which it is to pass.
From the above observations it will be understood that even without guides, the
trucks will pass over crossings of 15°, which will enable the adoption of curves of
from 100 to 120 metres radius for bifurcations.
Having described the improvements as applied to railway trucks I will now
describe these improvements applied to locomotives. These improvements are
represented in figures 9, 10, 11, 12, 13 of the drawings.
As seen in Figures 9, 10, the driving wheels F of the engine are actuated by
means of rigid connecting rods G receiving motion from the driving shaft H
actuated by the pistons; These connecting rods are moreover guided by means of
cranks I whose shafts J mounted upon the frame of the engine are not situated in
˝ the same plane as the driving shaft.

page_text: This arrangement has for its object to compel these rods to move only in vertical
planes and not to be able to undergo any displacement under the action of trans-
verse strains proceeding from the lateral movements of the wheels F. upon their
vertical axes passing through the circular portions of the axles upon which they
are mounted. In order to leave these wheels free in a certain measure to yield to
the transverse reactions of their flanges upon the rails, and to permit the convergence
in passing curves as well as in lateral displacements resulting from the play left to
the axles in their guards, I interpose between these wheels and the articulating
pins for the connecting rods G helical or other springs K whose elasticity in every
direction not only permits these wheels to yield to various displacements which
they are called upon to withstand, but also to ensure a certain freedom to the
vertical oscillations resulting from the play of the suspension springs.
In passing over curves the helical springs K enable the wheels to place them-
selves so that their axes of rotation converge even in the centre of the curve as
shown in Figure 13, although the connecting-rods which actuate them move
constantly in vertical planes parallel to the axis of the locomotive.
As has been stated, upon the driving shaft H is placed an instantaneous friction
coupling, figure 10, designed to permit each set of wheels to pass without slipping
when passing curves.
This coupling which is represented in detail in figures 11 and 12 consists of the
following combination of parts, that is to say:-A crank disc M is fixed upon each
of the cranks of the driving shaft H upon which the pistons of the engine act.
Each disc is provided in its internal periphery with a circular groove of angular
form, it is also provided with a journal P inserted into a crank sleeve Q upon
which the connecting rod G is articulated. This sleeve has two ears in which are
articulated two friction pieces or pawls S S having projecting surfaces corre-
sponding exactly with the grooves of the disc M.
A spring R adapted to the pawls S and bearing constantly against this disc
serves to determine the initial movement of the pieces S.
The disc M, the sleeve Q and its friction pawls S and springs R constitute the
instantaneous coupling,
The operation of this instantaneous coupling is as follows, Supposing the engine
to be on a curve, the wheels on the inner side of the curve having to pass over less
distance than the wheels on the outer curve will tend to move the engine quicker
on the external side of the curve and accordingly turn the outer wheels quicker
than the driving shaft. The wheels then disengage and roll separately, and if the
difference of the velocities is sufficient, the pawls oscillate and drive the external
wheels; The latter then accelerate because the action of the driving shaft is
exerted only upon them, and eventually because the internal wheels have become
the drivers; the speed of the locomotive will therefore be restored on the internal
side; at this moment an inverse effect is produced on the other side and so on.
In other terms if slipping of of one row of wheels commences, this row expe-
riences a greater resistance than that which the opposite row encounters, and its
connection by its coupling with the driving shaft will augment, but the opposite
wheels turning quicker (because they have less resistance to overcome) disengage,
and eventually become the drivers and roll freely as required by the rail, until no
longer receiving the action of the motor, they move more slowly and engage as
they were before the commencement of the slipping.
If slipping commences simultaneously upon the two rows of wheels, there would
be on the exterior an accelerated slipping and on the interior a retarded slipping,
consequently the internal row of wheels will be instantaneously disengaged.
It follows from this that the commencement of slipping has the effect of
rendering the two rows of wheels independent and of permitting them to roll
lengths equal to that of the respective rails over which they pass, and that the
locomotive, is caused to make a motion, similar to that of the present engines
which have the continual tendency to place themselves in a straight line,

page_text: It may be added that if this engine is to move upon great and long inclines, it
is possible during the descents to let the whole driving apparatus (cylinders, driving
rods, distribution) rest. For this purpose it is sufficient to arrange in front of the
pawls movable stops of circular form, capable of engaging when desired; in circular
grooves or holes provided in the pawls; These stops having a motion of transla-
tion parallel to the axis of the driving shaft, can be forced into the grooves of the
pawls and maintain them in their mean position and prevent them from rocking
and engaging.
It will be understood that owing to the arrangements described; this new
method of constructing the rolling stock of railways enables not only the trucks
of trains to pass on curves of a small radius but also locomotives having eight or
twelve coupled wheels for the traction of goods trains, with convergence of these
wheels and without sliding at the jaunts.
This system also permits the considerable relative separation of truck wheels;
that is to say, six metres for instance, and permits the bodies of travelling carriages
to extend between the axles so as to render possible the construction of carriages
having two stories and the centre of gravity of which is not perceptibly higher
above the track than that of ordinary carriages.
Having now particularly described and ascertained the nature of the said
invention, and in what manner the same is to be performed, as communicated to
me by my foreign correspondents, I declare that what I claim is
First. The above described improvement in railway rolling stock which improve-
ments have for their object to permit the passage of railway trains upon lines
having curves of small radii.
Second. Mounting, the wheels of railway vehicles loosely upon their axles and
providing for a certain rotation of the said wheels upon vertical or nearly vertical
axes outside the flanges and perpendicular or not to the generatrix of the rolling
surface of the tyres, this capability of angular displacement of the plane of the
wheel not excluding the lateral play, already provided for in rolling stock.
Third. As a means of realizing this angular displacement of the plane of the
wheels, the employment of axles, the extremities of journal portions of which each
comprise only a single circular section, the sections at all other points presenting
oval forms, the diameter of this circular section being equal to the diameter of the
bore of the wheel nave, the other portions diminishing more and more on both
sides from the circular section, as above set forth.
t.
Fourth. The adaptation to the lower portion of the above described journal
portion of the axle, of a movable bearing having the form of a segment of a
cylinder or cone shaped externally to fit the bore of the wheel nave running in
connection therewith this bearing if desired receiving a pivot upon the plane lower
portion of the circular section of the axle.
Fifth. For maintaining the wheels upon their journals the employment of
shoulder washers arranged on each side of its nave and fastened to the movable
bearing placed under the journal portion of the axle; these washers presenting
a plane face on the side adjacent to the nave, whilst their other faces present the
form of a cylinder, the vertical axis of which coincides with the axis of rotation
of the said journal, the said washers being also provided internally at the top
with small plane surfaces designed to remain in contact with the corresponding
parts of the upper surface of the axle during the angular displacements of the
plane of the wheel.
Sixth. The employment, for driving the wheels of a locomotive, of rigid connecting
rods actuated by the driving shaft and guided in their movement by cranks arranged
near their extremities and having the same radius as the actuating crank, the
driving shaft and the guide cranks not being in the same plane.
.Seventh. The interposition, between the wheels and the side connecting rods of
a locomotive of springs to permit the wheel of the locomotive to yield laterally
during the passage of the same over curves of small radii.

page_text: Eighth. The employment between the driving shaft and the connecting rods of
the wheels of a locomotive, of a coupling apparatus, the action of which is to
break the connection between the wheels on the opposite sides of the engine
as soon as the slipping or a greater resistance on one side than the other is
produced, for the purpose specified.
Ninth. The arrangement of the axles of a vehicle at such a distance apart as to
permit the body of the same to descend between the said axles, and carriages of
two stories to be constructed, the centre of gravity of which is not much higher
than that of carriages of one story substantially as described,
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London, W.C.,
Agents for the Applicant.