IMPROVEMENTS IN AXLES FOR RAILWAY AND TRAM CARRIAGES AND TRUCKS
Year: 1879

page_text: LETTERS PATENT to William' Morgan-Brown, of the Firm of Brandon and
Morgan-Brown, Engineers and Patent Agents, of 38, Southampton Buildings,
London, and 1, Rue Laffitte, Paris, for the Invention of "IMPROVEMENTS IN
AXLES FOR RAILWAY AND TRAM CARRIAGES AND TRUCKS." A communication
from abroad by George Washington Miltimore, of the City, County, and State
of New York, United States of America, Engineer.
PROVISIONAL SPECIFICATION left by the said William Morgan-Brown at
the Office of the Commissioners of Patents on the 27th December 1879.
WILLIAM MORGAN-BROWN, of the Firm of Brandon and Morgan-Brown, Engineers
and Patent Agents, of 38, Southampton Buildings, London, and 1, Rue Laffitte,
Paris. "IMPROVEMENTS IN AXLES FOR RAILWAY AND TRAM CARRIAGES AND
TRUCKS." [A communication from abroad by George Washington Miltimore, of
the City, County, and State of New York, United States of America, Engineer.]
In the ordinary aud almost universal construction of cars for railways, each axle
is made in one piece, and the wheels are secured rigidly thereto.
Great wear and loss both to the axle, its wheels, and the rails of the road result
from this construction.
This is caused by one wheel, in going around curves, travelling a greater distance
than the other which latter must slip, thus grinding and wearing itself and its
rail away, and by retarding the free movement of the axle causing a torsional
strain.
This wear of the wheels, the rails, the destruction of the axle by torsional strain
and the waste of power, is augmented when one wheel is of greater diameter than
its companion on the same axle, as is often the case.
Efforts have been made to overcome the great loss incident to this construction of
axles and wheels by making them so that the latter may revolve independently of
the former and of each other.
In this latter construction it was found necessary to make the axle stationary.
Many difficulties were met with when this was done, owing to the spring of the
xle near its centre, caused by the load of the car, which was outside of the wheels ;

page_text: to the lateral motion or thrust of the axle; to the friction of the bearing surfaces;
their insufficient lubrication, and to the great weight of the axle and its various
parts incident to constructions for overcoming these difficulties.
The object of this Invention is to obviate said difficulties and at the same time
produce an axle much lighter than has been heretofore attained in those in which
the wheels turn independently of the axle and of each other, and it consists in
the parts of said axle in combination and alone, as will be now particularly
described.
In the Drawings,—
Figure 1 is a view, partly in plan, partly in section, of a car wheel and its adjacent
parts containing the Invention.
Figure 2 is a perspective view of various parts of the same.
Figure 3 is a perspective view of one end of the tube for keeping apart and
connecting the two wheels.
Figure 4 is an end view of the collars and one device for locking them on the
ends of said tube, and
Figure 5 illustrated in end and sectional view a modification of the device shown
in Figure 4.
Referring to those Figures, 1 represents the axle of proper size and strength to
sustain the load of the car, preferably made of steel or wrought iron. The ends of
this axle fit within the pedestal support 4, and are rigidly secured to the same by
keys 10 fitting in grooves in the axle and pedestal supports, as shown.
In practice the jaws of the car-truck embrace the pedestal block and confine both
ends of the keys 10, but said keys may be prevented from being jarred or otherwise
made loose by a jam screw or other well known device for this purpose.
11 are wheels, each provided with a sleeve 29 and a recess having shoulders 15
and 30 for a purpose to be explained.
On each end of the axle 1 is a box 2 made convex about its middle, which convex
portion is seated in a cavity having a corresponding concave portion in the wheel 11,
and is caused to move with the latter by means of a pin 8 secured to the wheel,
and a groove 9 in the box in which its projecting end rests.
One portion of the concave part of the wheel is formed of a collar 20 snugly
fitting the recess in the wheel and abutting against a shoulder 15 therein, being
held from turning by the pin 8. The other portion which serves to keep the box 2
snugly in contact with the collar 20 is formed of a collar 6 which has a bearing in
the recess in the wheel 11, and is held rigidly in position with its inner concave
portion resting against the convex portion of the box 2 by means of a screw 7 or
other suitable device. The outer portion of said collar 6 projects into a recess in
the pedestal support 4 communicating with an oil receptacle 21 in each of said
supports, and is provided with an annular rim or bead 22 that conveys the waste
oil into said receptacle.
Each box 2 is preferably made of cast iron, within which is driven a brass or
suitable composition bushing having a collar on one end and thus forming a part of
said box, and is provided with annular projections or ends 3, the interior diameter
of which is less than the interior diameter of the collars 20 and 6.
By this construction each box 2 is allowed to move or oscillate if the weight of
the car should cause the axle to spring, and always keep its full journal surface in
contact with the portion of the axle 1 it embraces.
The pedestal support 4 is provided with an annular projection 5 against which
one projection or end 3 of the box 2 abuts and runs in contact.
These two annular projections, in connection with their corresponding parts on
the companion wheel and pedestal support, control the lateral motion of the axle,
thus resisting the lateral thrust of the car.
The box 2 may be reversed when one annular projection 3 has been worn away
so that the other projection may be used.
Although the box described is the most economical construction known to me
yet I do not confine myself to it in carrying out the Invention, as it may be made

page_text: entirely of brass or other suitable metal, and have but one aunular projection 3
which must then be on the outside against the projection on the pedestal
support.
23 is a reservoir in the pedestal support supplied with oil through an aperture
closed by a cap 24.
Within each end of the stationary axle 1 is a channel 25 communicating with
the reservoir 23 by means of a channel 20 in the pedestal support 4. An oil tight.
joint is formed between each end of the stationary axle 1 and the pedestal support
by means of a cork washer 27 tightly clamped between the end of the axle 1 and
the recess in the pedestal support 4 by the key 10
Extending from the channel 25 to the surface of the axle 1 are holes 19 which
are smaller in diameter at their upper portion than their lower. In the largest
part of these holes 19 loosely rest feeder pins 18 which are jarred or moved by the
motion of the car, and serve to allow the air to enter through the upper portion of
the holes 19 and thus permit the oil to pass through the lower of said holes and
lubricate the axle and box. The vibratory motion of the feeder pins 18 furnishes
mechanically in this manner a small air supply to the reservoir 23, and thereby
allows the feeding of a corresponding quantity of oil which increase or decreases
in accordance with the speed of the car.
When the car is at lest the channels 25, 26, and holes 19 are filled with oil, but
the air supply is discontinued, the feeding pins 18 being at a state of rest, and the
joint between the box and axle being close the oil is thereby prevented from
running out.
12 is a tube, preferably made of wrought iron, having collars 13, preferably
formed by heating the ends of the tubes and then compressing the same in dies
in the direction of the length of the tube. The outside portion of these collars are
turned as in the portions of the tube extending at each end outward from them to
form a bearing being at each end for sleeves 29 on each wheel, and on which
bearings the said sleeves can turn.
On the outer ends of the tube are screwed collars 28 by a forked wrench, the
ends of which enter holes in the collars, each collar resting snugly against a
shoulder 30 in the recess in each wheel 11. Each collar may be locked in place by
tongues swaged from the metal of the tube into slots 31 in the collars, as shown in
Figure 4 of the Drawings. I prefer however to make a suitable groove 31 on the
outer surface of each of said collars, and a hole extending from the same through
each collar and the tube, and then insert a pin from the inside of the tube and
bend its end projecting into the groove 31 over, as shown in Figure 5 of the
Drawing.
It is obvious that the collars 28 may be secured in a different manner from
that described, by a skilled mechanic, without departing from the spirit of the
Invention.
It is obvious that the collars 13 may be shrunk or welded on the tube 12, or the
latter and collars 13 may be made of other metal than wrought iron.
By this construction the wheels 11 are connected together, kept the proper
distance apart, and so that each of a pair can turn independently of the other, their
bearing surfaces on the connecting tube when they do so turn being at points
where there is no pressure exerted by the load of the car, thus diminishing friction
and consequent wear in so turning, and the construction enables the axle to
be made much lighter than has been heretofore practicable with this class of
axles.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed
by the said William Morgan-Brown in the Great Seal Patent Office on the
19th June 1880.
WILLIAM MORGAN-BROWN, of the Firm of Brandon and Morgan-Brown, Engineers
and Patent Agents, of 38, Southampton Buildings, London, and 1, Rue Laffitte,
Paris. "IMPROVEMENTS IN AXLES FOR RAILWAY AND TRAM CARRIAGES AND
TRUCKS." A communication from abroad by George Washington Miltimore, of the
City, County, and State of New York, United States of America, Engineer.
In the ordinary and almost universal construction of cars for railways each axle
is made in one piece, and the wheels are secured rigidly thereto.
Great wear and loss both to the axle, its wheels, and the rails of the road result
from this construction.
This is caused by one wheel in going around curves travelling a greater
distance than the other, which latter must slip, thus grinding and wearing itself
and its rail away, and by retarding the free movement of the axle causing a
torsional strain.
This wear of the wheels, the rails, the destruction of the axle by torsional strain,
and the waste of power is augmented when one wheel is of greater diameter than
its companion on the same axle, as is often the case.
Efforts have been made to overcome the great loss incident to this construction of
axles and wheels by making them so that the latter may revolve independently of
the former and of each other.
In this latter construction it was found necessary to make the axle stationary.
Many difficulties were met with when this was done, owing to the spring of the
axle near its centre, caused by the load of the car, which was outside of the wheels;
to the lateral motion or thrust of the axle; to the friction of the bearing surfaces;
their insufficient lubrication; and to the great weight of the axle and its various
parts incident to constructions for overcoming these difficulties.
The object of this Invention is to obviate said difficulties, and at the same time
produce an axle much lighter than has been heretofore obtained in those in which
the wheels turn independently of the axle and of each other; and it consists in
the parts of said axle in combination and alone, as will be now particularly
described.
In the Drawings,—
Figure 1 is a view, partly in plan partly in section, of a car wheel and its adjacent
parts containing the Invention.
Figure 2 is a perspective view of various parts of the same.
Figure 3 is a perspective view of one end of the tube for keeping apart and con-
necting the two wheels.
Figure 4 is an end view of the collars and one device for locking them on the
ends of said tube; and
Figure 5 illustrates in end and sectional view a modification of the device shown
in Figure 4.
Referring to these Figures, 1 represents the axle of proper size and strength to
sustain the load of the car, preferably made of steel or wrought iron. The ends of
this axle fit within the pedestal supports 4, and are rigidly secured to the same by
keys 10 fitting in grooves in the axle and pedestal supports, as shown.
In practice the jaws of the car-truck embrace the pedestal block and coufine both
ends of the keys 10, but said keys may be prevented from being jarred or otherwise
made loose by a jam screw or other well known device for this purpose.
11 are wheels each provided with a sleeve 29 and a recess having shoulders 15
and 30 for a purpose to be explained.
On each end of the axle 1 is a box 2, made convex about its middle, which convex
portion is seated in a cavity having a corresponding concave portion in the wheel 11,

page_text: and is caused to move with the latter by means of a pin 8, secured to the wheel,
and a groove 9 in the box in which its projecting end rests. One portion of the
concave part of the wheel is formed of a collar 20, snugly fitting the recess in the
wheel, and abutting against a shoulder 15, therein being held from turning by
the pin 8. The other portion, which serves to keep the box 2 snugly in contact
with the collar 20, is formed of a collar 6, which has a bearing in the recess in the
wheel 11, and is held rigidly in position, with its inner concave portion resting
against the convex portion of the box 2 by means of a screw 7 or other suitable
device. The outer portion of said collar 6 projects into a recess in the pedestal
support 4, communicating with an oil receptacle 21 in each of said supports, and is
provided with an annular rim or bead 22 that conveys the waste oil into said
receptacle. Each box 2 is preferably made of cast iron, within which is driven a
brass or suitable composition bushing having a collar on one end, and thus forming
a part of said box, and is provided with annular projections or ends 3, the exterior
diameter of which is less than the interior diameter of the collars 20 and 6. By
this construction each box 2 is allowed to move or oscillate if the weight of the car
should cause the axle to spring, and always keeps its full journal surface in contact
with the portion of the axle 1 it embraces. The pedestal support 4 is provided
with an annular projection 5, against which one projection or end 3 of the box 2
abuts and runs in contact.
These two annular projections in connection with their corresponding parts on
the companion wheel and pedestal support control the lateral motion of the axle,
thus resisting the lateral thrust of the car.
The box 2 may be reversed when one annular projection 3 has been worn away
so that the other projection may be used.
Although the box described is the most economical construction known to me,
yet I do not confine myself to it in carrying out the Invention, as it may be made
entirely of brass or other suitable metal, and have but one annular projection 3,
which must then be on the outside against the projection on the pedestal support.
23 is a reservoir in the pedestal support supplied with oil through an aperturo
closed by a cap 24.
Within each end of the stationary axle 1 is a channel 25 communicating with
the reservoir 23 by means of a channel 26 in the pedestal support 4.
An oil tight
joint is formed between each end of the stationary axle 1 and the pedestal
support by means of a cork washer 27 tightly clamped between the end of the axle 1
and the recess in the pedestal support 4 by the key 10.
Extending from the channel 25 to the surface of the axle 1 are holes 19, which
are smaller in diameter at their upper portion than their lower. In the largest part
of theso holes 19 loosely rest feeder pins 18, which are jarred or moved by the
motion of the car, and serve to allow the air to enter through the upper portion of
the holes 19, and thus permit the oil to pass through lower of said holes and lubricate
the axle and box. The vibratory motion of the feeder pins 18 furnishes mechanically
in this manner a small air supply to the reservoir 23, and thereby allows the feeding
of a corresponding quantity of oil, which increases or decreases in accordance with
the speed of the car. When the car is at rest the channels 25, 26, and holes 19 are
filled with oil, but the air supply is discontinued, the feeding pins 18 being at a state
of rest, and the joint between the box and axle being close the oil is thereby pre-
vented from running out.
12 is a tube, preferably made of wrought iron, having collars 13 preferably formed
by heating the ends of the tubes, and then compressing the same dies in the
direction of the length of the tube. The outside portions of these collars are turned
as in the portions of the tube extending at each end outward from them to form a
bearing being at each end for sleeves 29 on each wheel, and on which bearings the
said sleeves can turn.
On the outer ends of the tubes are screwed collars 28 by a forked wrench, the
ends of which enter holes in the collars, each collar resting snugly against a
shoulder 30 in the recess in each wheel 11. Each collar may be locked in place by

page_text: tongues swaged from the metal of the tube into slots 31 in the collars, as shown in
Figure 4 of the Drawings. I prefer however to make a suitable groove 31 on the
outer surface of each of said collars, and a hole extending from the same through
each collar and the tube, and then insert a pin from the inside of the tube, and bend
its end projecting into the groove 31 over, as shown in Figure 5 of the Drawing.
It is obvious that the collars 28 may be secured in a different manner from that
described by a skilled mechanic without departing from the spirit of the Invention.
It is obvious that the collars 13 may be shrunk or welded on the tube 12, or the
latter and collais 13 may be made of other metal than wrought iron.
By this construction the wheels 11 are connected together, kept the proper
distance apart, and so that each of a pair can turn independently of the other, their
bearing surfaces on the connecting tube when they do so turn being at points where
there is no pressure exerted by the load of the car, thus diminishing friction and
consequent wear in so turning, and the construction enables the axlo to be made
much lighter than has been heretofore practicable with this class of axles.
Having now described and particularly set forth the nature of the said Inven-
tion, and the manner of carrying the same into effect, I would have it understood
that what I claim is,-
First. The combination of a stationary axle with wheels provided with boxes
bearing directly on said axle, and with sleeves with a tube to keep said wheels
apart and allow each to turn independently of the other, substantially as described.
Second. A tube provided with collars 13, 28, in combination with wheels provided
with sleeves 29, substantially as described.
Third. The collars 28 screwed and locked to the end of the tube, substantially as
described.
Fourth. The stationary axle provided with a channel 25 communicating with an
oil reservoir in the pedestal support, and with holes projecting from said channel
larger at the bottom than the top, in which holes are loose pins, substantially as
described.
In witness whereof, I, the said William Morgan-Brown, have hereunto set my
hand and seal, this Eighteenth day of June, in the year of our Lord One
thousand eight hundred and eighty.
זרחבעם זADAזוזוINSTIT