Improvements in Vehicles Running on Rails, applicable to Electric Traction and for other Purposes, and Adapted to Pass Around Curves.
Year: 1893

page_text: Date of Application, 7th Apr., 1893
Complete Specification Left, 6th Jan., 1894-Accepted, 17th Feb., 1894
PROVISIONAL SPECIFICATION.
Improvements in Vehicles Running on Rails, applicable to Electric
Traction and for other Purposes, and Adapted to Pass Around
Curves.
I, GEORGES AVERLY of 143 Rue Garibaldi, Lyons, France, Engineer do
hereby declare the nature of this invention to be as follows:-
This invention refers to a kind of railway vehicle the end axles of which can
pivot or swing in a horizontal plane though it is without bogie trucks and which
has each end axle articulated or provided with ball joint and if made with axle and
wheels in the central part has that axle movable transversely to the line all so that
the vehicle can pass as easily round curves even of small radius as along a straight
course. By means of special arrangements the end axles always have the tendency
without the aid of springs to return to the normal position at right angles to the
length axis of the vehicle; the middle axle will at the same time find its position
while sliding in its axle boxes. My vehicle is by preference propelled by electricity
but steam or other motive power may be applied.
I generally provide a motor at each end of the vehicle framing in order to avoid
the turning the vehicle end for end at the terminal station and in order that it may
run in the opposite direction; that motor which is not in use normally on a journey
may then serve as an auxilary in case of need. Each motor at one end of its
framing or bed plate pivots on one of the end axles in such manner that its pinion
always engages well with a tooth wheel on the latter in spite of the variable flexure
of the springs whereby the vehicle framing bears on the axle boxes; the other or
inner end of the motor frame is suspended from the vehicle frame by any suitable
jointed appliance in order to permit the motor frame on the one hand to oscillate
around the axle and on the other hand to partake of the inclination of the latter
relatively to the length axis of the vehicle when passing round curves.
In my system 1 omit the usual horn plates between which the axle boxes slide
and I provide for each of the end axles a guard plate fixed in the centre line of the
vehicle. This plate serves to guide in its vertical movements an axle box wherein
turns the central spherical part of the axle with this view the horn plate, suitably
provided with strengthening brackets and struts, forms a chace wherein the said box
slides which by means of flanges and claws is kept parallel with the horn plate.
The brasses of the axle box are of course chamfered off at each side of the
spherical part of-the-axle-in-order-to-permit_the_latter_to_incline. A spring
consisting for instance of a series of dish-shaped steel discs (Belleville's spring)
may be placed above the ball joint bearing in order to give to the frame of the
vehicle an additional support but this is in most cases unnecessary. I may in case
of need dispense with forming a spherical part on the axles and let them pass
through an ordinary horn plate situate in the centre line of the vehicle simply
giving a little play for permitting slanting motion.
The axle boxes which receive the end axles are each provided with two rollers
which can roll on the lower surface of an inverted dish-shaped piece. The latter
consists of a central horizontal part terminating in front and at the rear in a
rounded-off or inclined portion; this dish-shaped piece is fixed to the carriage
spring and may form part of the stirrup or strop of the spring and embrace the two
sides of the spring; one of the side parts may support a peg which works in a
vertical guide slot of a small guard plate fixed on the framing of the vehicle and
not reaching as far down as the axle box, but this guide is not indispensable. The
ends of the springs are attached to the framing in the usual manner.

page_text: The function of the aforesaid rounded or slanting lower parts of the dish-shaped
piece is as follows: The pressure which they exert in the rollers always tends to
push them up to the highest or horizontal part and thus to replace the axle in the
normal position perpendicular to the length axis of the vehicle, a position from
which it cannot depart without displacing the rollers towards one of the extremities
of each dish-shaped piece as the gudgeons of these rollers are held in lugs in the
axles boxes I may employ only one roller at each end of the axles the dish-shaped
piece being then formed with a curved surface or of very open V-shape without a
horizontal portion; but it is preferred to employ two rollers in order to obtain two
points of support and to avoid the tendency to overturn.
•
As regards the middle axle (which is only employed where great length of
vehicle or very heavy load renders it necessary) in case the wheels are provided
with a flange taking bearing against the side of the rail head it is arranged to slide
in the axle boxes, as that is necessary when the carriage is running on a curve
because the centre of the carriage is no longer in the centre of the line.
That may be obtained by placing its axle boxes and the springs inside of the
wheels or by placing the axle boxes and springs outside the wheels. In the latter
case the axle boxes must have a sufficient space at the end of the axle for allowing
the latter to shift to the right or to the left. In both cases it is evident that the
part of the axle which is to slide in the axle box must be of uniform diameter or
without flanges.
I may also mount the axle in the ordinary manner without permitting it to slide
in the axle boxes by making the wheels without flange and with such a width of
tread as to bear always on the rail or counter rail if not on both.
Dated thin 7th dow of Anil 1902
JENSEN & SON,
77, Chancery Lane, London, W.C., Patent Agents.
JENSEN & SON,
77, Chancery Lane, London, W.C., Patent Agents.
-
COMPLETE SPECIFICATION.
Improvements in Vehicles running on Rails, applicable to Electric
Traction and for other Purposes, and Adapted to Pass Around
Curves.
I, GEORGES AVERLY of 143 Rue Garibaldi, Lyons, France, Engineer, 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 refers to a kind of vehicle running on rails the end axles of which
vehicle can pivot or swing in a horizontal plane though it is without bogie trucks
and which has each end axle articulated or provided with ball joint and if made
with axle and wheels in the central part has that axle movable transversely to the
line, all so that the vehicle can pass as easily round curves even of small radius as
along a straight course. By means of special arrangements the end axles always
have the tendency without the aid of springs to return to the normal position at
right angles to the length axis of the vehicle; the middle axle will at the same time
find its position while sliding in its axle boxes. My vehicle is by preference
propelled by electricity but steam or other motive power may be applied.
1-7
I generally provide a motor at each end of the vehicle framing in order to avoid
the turning the vehicle end for end at the terminal station and in order that it may
run in the opposite direction; that motor which is not in use normally on a journey
may then serve as an auxiliary in case of need. Each motor at one end of its
framing or bed plate pivots on one of the end axles in such manner that its pinion
always engages well with a tooth wheel on the latter in spite of the variable
flexure of the springs whereby the vehicle framing bears on the axle boxes; the

page_text: other or iuner end of the motor frame is suspended from the vehicle frame by any
suitable jointed appliance in order to permit the motor frame on the one hand to
to oscillate around the axle and on the other hand to partake of the inclination of
the latter relatively to the length axis of the vehicle when passing round curves.
I shall now describe the invention by the aid of the accompanying drawings.
Fig. 1 is a side view of the lower part of my vehicle the left hand part is an
elevation with the axle and axle box in section, and the right hand part is a section
through the length axis of the vehicle, shewing the pivot part of the axle.
Fig. 2 is a transverse view of the same vehicle, at the middle of the figure is
seen in section the central bearing of one of the end axles and at the left its end
axle box, also the piece with rounded edges above the axle box and fixed to the
suspension spring; at the right of this figure is shewn in section an axle box of the
centre axle.
Fig. 3 is a plan view of the pivot bearing of one of the end axles.
Fig. 4 shews a modification of the end axle box of the centre axle.
Fig. 5 shews a modification in which the centre axle need not slide in the axle
boxes because it is provided with broad unflanged wheels which may thus find their
place transversely on the rails and counter rails.
In the aforesaid figures the motors are not shewn.
Figs. 6 and 7 are part elevations partly in section representing two modes of
suspending the end of the bed plate of a dynamo electric engine forming the motor
carried by each of the end axles of the vehicle.
In my system I omit the usual horn plates between which the axle boxes slide
and I provide for each of the end axles A A Figs. 1, 2 and 3 a guard plate B
fixed in the centre line of the vehicle.
This plate serves to guide in its vertical movement an axle box C wherein turns
the central spherical part A' of the axle; with this view the guard plate B,
suitably provided with strengthening brackets B' and struts B³, forms a chase
wherein the said box C slides which by means of flanges C' C' and claws C2 C2 is
kept parallel with the horn plate B. The axle box C is of course chamfered off in
the part surrounding the brasses at each side of the spherical part of the axle in
order to permit the latter to incline. A spring consisting for instance of a series
of dish shaped metallic dises may be placed above the ball joint bearing C in order
to give to the frame of the vehicle an additional support but this is in most cases
unnecessary. I may in case of need dispense with forming a spherical part A¹ on
the axles and let them pass through an ordinary horoplate situated in the centre
line of the vehicle simply giving a little play for permitting slanting motion.
The axle boxes D which receive the end axles A A, see the left part of
Figs. 1 and 2, are each provided with two rollers E E which can roll on the lower
The latter consists of a central
surface of an inverted dish shaped piece F.
horizontal part terminating in front and at the rear in a rounded-off or inclined
portion; this dish shaped piece F is fixed to the carriage spring G and may form
part of the stirrup or strop of the spring as shown; the two side pieces HH.
complete-the-stirrup and embrace the two sides of the spring; one of the side
pieces may carry a peg H' which works in a vertical guide slot of a small guard
plate I fixed on the framing J of the vehicle and not reaching as far down as the
axle box; but this guide is not indispensable. The ends of the springs G are
attached to the framing in the usual manner.
The function of the aforesaid rounded or slanting lower parts of the dish shaped
pieces F is as follows: The pressure which they exert on the rollers E E always
tends to push them up to the highest or horizontal part and thus to replace the
axle in the normal position perpendicular to the length axis of the vehicle, a
position from which it cannot depart without displacing the rollers towards one of
the extremities of each dish shaped piece F, as the gudgeons of these rollers are
held in lugs in the axle boxes D, as shewn in the drawing. I may employ only
one roller E at each end of the axles the dish shaped piece F being then formed
with a curved surface or of a very open V shape without a horizontal portion; but

page_text: It is preferred to employ two rollers in order to obtain two points of support and to
avoid the tendency to overturn.
As regards the middle axle K (which is only employed where great length of
vehicle or very heavy load renders it necessary) in case the wheels are provided
with a flange taking bearing against the side of the rail head it is arranged to
slide in the axle boxes, as that is necessary when the carriage is running on a
curve because the centre of the carriage is no longer in the centre of the line.
That may be obtained by placing its axle boxes L and the springs M inside of the
wheels as shewn on the right in Fig. 2 or by placing the axle boxes and the springs
outside the wheels as shewn in Fig. 4. In the latter case the axle boxes must have
a sufficient space at the end of the axle for allowing the latter to shift to the right
or to the left. In both cases it is evident that the part of the axle which is to
slide in the axle box must be of uniform diameter.
I may also as shewn in Fig. 5 mount the middle axle K in the ordinary manner
without permitting it to slide in the axle boxes by making the wheels without flange
and with such a width of tread as to bear always on the rail or guard rail if not on
both.
In the mode of spring suspension shewn in Fig. 6 the framing N of the motor
pivots freely around the axle A which is actuated from the shaft O of this motor ;
the framing N has a lug P' through which passes a suspension rod Q and upon this
rod are threaded two springs R and S of well known form flexible in all directions
which springs on the one hand bear against the lower and upper faces of the lug P¹
and on the other hand against the flanges Q Q on the rod Q. At its upper end
the rod carries similarly springs U and V between flanges QQ on the rod and a
plate W fixed to the framing of the vehicle.
It will thus be understood that whatever may be the movements of the motor
frame N in a horizontal and vertical direction or in other words whatever the
position the lug P1 assumes which is on the motor frame N such movements or
position will always be rendered possible by the flexure of the springs whereby the
suspension rod bears against the said lug and against the vehicle frame.
may of course employ several such suspension rods instead of one, I may
instance use two arranged symmetrically on each side of the carriage axis.
for
Fig. 7 shews a modification of this mode of suspension, in which the electric
motor frame is provided with a ball socket X' which embraces the lower spherical
end of a rod X having a similar upper end which is held in a ball socket X2 which
is hung from a plate on the vertical framing. Rubber washers ✗³ X* are by
preference provided above and below this plate in order to give elasticity to the
upper socket X².
It will be understood that in vehicles according to my system with articulated
axles. The oscillating weigh shafts which carry the levers whereto the brake
blocks are fixed should be carried by the framing of each motor in order that they
may incline at the same time as that framing and axle so that the said brake
blocks may suitably act upon the wheels in those parts of the carriage.
Having now particularly described and ascertained the nature of my said inven-
tion and in what manner the same is to be performed I declare that what I
claim is :-
1. A vehicle, running on rails and serving as a tramway carriage or for other
purposes, specially characterized by its end axles having no bogie trucks but being
articulated and independent of each other and of the framing of the vehicle and
capable of inclining horizontally for passing round curves and of assuming the
normal position again without the aid of springs, their faculty of inclining being
afforded them by the suppression of the ordinary lateral horn plates and the
substitution of a single central horn plate for each end axle, the axles being at
the same time kept in the normal position by means of rollers which when inclining
take their bearing against curved or inclined surfaces situated under the suspension
springs, the vehicle carrying a motor over each end axle or over one only in such

page_text: manner that the motor or motors by preference electric are free to partake of all
the horizontal and vertical movements of the axles.
2. In a vehicle as firstly claimed the holding of each end axle pivoted by ball
and socket bearing which is guided by a hornplate in the length axis of the
vehicle.
3. In a vehicle as firstly claimed the guiding of the stirrup pieces of the
suspension springs by small guard plates I which are fixed to the carriage frame
and do not reach down to the axle boxes.
4. In a vehicle as firstly claimed the addition to the two end axles of a central
axle which does not incline and which can freely slide in its axle boxes in case the
wheels are provided with flanges which prevent lateral sliding on the rails.
5. In a vehicle as firstly claimed suspending the free end of the motor frame
carried by the axle, by a rod which is provided at its two ends with springs flexible.
in all directions substantially as described and as shewn in Fig. 6.
6. In a vehicle as firstly claimed suspending the free end of the motor frame
carried by the axle, by a rod terminating at both ends in spherical parts capable of
turning in ball sockets carried respectively by the framing of the vehicle and by
the motor frame substantially as described and as shewn in Fig. 7.
Deted
T
100
JENSEN & SON,
77, Chancery Lane, London, W.C., Patent Agents.