IMPROVEMENTS IN WHEELS AND AXLES FOR RAILWAY AND TRAM CARS
Year: 1882

page_text: LETTERS PATENT to William Morgan-Brown Patent Agent of 38 Southampton
Buildings London for an Invention of "IMPROVEMENTS IN WHEELS AND
AXLES FOR RAILWAY AND TRAM CARS" Communicated to him from abroad
by George Washington Miltimore of Chicago United States of America
Manufacturer
PROVISIONAL SPECIFICATION left by the said William Morgan-Brown at
"
the Office of the Commissioners of Patents on the 21st September 1882.
WILLIAM MORGAN BROWN Patent Agent of 38 Southampton Buildings London
" IMPROVEMENTS IN WHEELS AND AXLES FOR RAILWAY AND TRAM CARS [Com-
municated to him from abroad by George Washington Miltimore of Chicago
United States of America Manufacturer]
In cars for railways as formerly and almost universally constructed each axle
was made in one piece and the wheels were secured rigidly thereto. Great wear
and loss both to the axle, its wheels, and the rails of the road resulted from this
construction.
This was 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 the rail away and by retarding the free movement of the axle causing a
torsional strain, This wear of the wheels and the rails, the destruction of the
axle by torsional strain and the waste of power are augmented when one wheel
is of greater diameter than its companion on the same axle, which 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 the various parts incident to constructions for overcoming
these difficulties

page_text: In Letters Patent of Great Britain which were granted to me on the 27th day of
December 1879 and which are numbered 5285 of that year there is shown and.
described a wheel and axle designed to obviate these difficulties and it is to the
wheel and axle there shown that the present invention relates it being the object
of the invention to effect certain improvements in the construction there shown,
which will render the wheel and axle more serviceable and lessen the cost of their
production. To that end the invention consists in certain details of construction
and combinations of parts
In its general features of construction and operation the wheel and axle of the
present application for Letters Patent are the same as those shown in the patent
referred to, and consequently a very brief description of those features common to
both will suffice.
The ends of the axle fit within the pedestal supports upon which rest the load
and are rigidly secured to the same by keys fitting in grooves in the axle and
pedestal supports
On each end of the axle is a box made convex about its middle, which convex
portion is seated in a cavity, having a corresponding concave portion, in the wheel
and is caused to move with the latter by means of a pin which locks the wheel and
box together. The concave bearing for the box is formed of two collars which are
rigidly secured to the wheel in a manner fully set forth in the Patent referred to.
A tube having an interior diameter some-what greater than the diameter of
the axle encircles the axle between the wheels and has its ends fitted into sleeves
extending from the inside of the wheels, thus supporting the wheels in an upright
position whenever the weight of the load causes the axle to spring; all of which is
fully set forth and explained in the Patent referred to..
It was found in practice that the sleeve of the wheel was subjected to very great
strain owing to the lateral pressure or thrust of the axle, and that this sleeve, in
order to support the wheel in a perfectly perpendicular position at all times and
not be liable to be broken by the strain, must extend a considerable distance from,
the wheel and on to the tube-It was also found to be very difficult if not
impossible to cast the wheel and a sleeve of sufficient length in a single peice
because the peculiar shape of the structure and the disposition of the metal made
the casting almost certain to crack in cooling. Another objection to the construction
shown in the Patent referred to was that in order to form shoulders for the ring
and-the box to rest against it was necessary to make the opening through, through
the wheel and sleeve of three different diameters in its different parts-This
required the use of drills of three different sizes in boring the hole, required many
stoppages and changes of the machinery and made the construction of the wheel
unnecessarily slow and expensive
Both of the before mentioned difficulties are avoided by the prèsent invention;
in which the wheel is formed with a comparatively short sleeve and in which the
opening through the wheel and sleeve is of uniform size throughout its length, A
suppremental sleeve having in some cases an annular shoulder although such
shoulder is not absolutely essential is then by hydraulic or other pressure forced
into the opening in the sleeve until the shoulder is brought against the end of said
Bleeve. The sleeves thus become rigidly secured to each other and together form a
bearing upon the tube of sufficient length to support the wheel and withstand all
lateral strain or thrust...
The tube is provided with a collar (the same as in the Patent referred to) against
which the end of one of the sleeves abuts. The inner end of the sleeve forms a
shoulder against which an annular nut when screwed on to the end of the tube
abuts so as to prevent the wheel and tube from being drawn apart.
In the Patent referred to the annular nut extends outward a distance equal to
the full height of the shoulder, but in the present case this nut is of a less height so
that an annular opening for a purpose to be presently explained, is left between the
nut and the interior of one of the sleeves
The nut after being screwed onto the tube is locked by a pin which passes

page_text: through coinciding openings in the nut and tube. This locking pin instead of
being inserted from the interior of the tube and bent over upon the outside of the
nut, as in the Patent referred to, is inserted from the outside of the nut and rests
loosely in its seat, it being prevented from dropping through into the interior of
the tube by a head upon its outer end which rests in a counter sink in the nut. In
order to insert this locking pin, one of the sleeves is provided with an opening
through which it is dropped when the wheel has been turned so as to bring the
openings into register, After the pin has been inserted a collar is placed in position,
This collar unlike that shown in the Patent referred to, is provided with an annular
extension which enters the opening and abuts against the shoulder of the sleeve.
The extension 'serves the double purpose of keeping the box in its proper position
and preventing the pin from dropping from its seat when it is carried beneath the
axle. By making this extension upon the collar and causing it to abut against the
shoulder of the shoulders shown in my former Patent the construction of the wheel
and axle is simplified

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
20th March 1883.
"
WILLIAM MORGAN-BROWN Patent Agent of 38 Southampton Buildings London
"IMPROVEMENTS IN WHEELS AND AXLES FOR RAILWAY AND TRAM CARS A com-
munication to me from Abroad by George Washington Miltimore of Chicago,
United States of America Manufacturer
In cars for railways as formerly and almost universally constructed each axle
was made in one piece and the wheels were secured rigidly thereto. Great wear
and loss both to the axle its wheels and the rails of the road resulted from this
construction.
a
22
This was 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 the rail away, and by retarding the free movement of the axle causing
torsional strain. This wear of the wheels and the rails, the destruction of the axle
by torsional strain, and the waste of power are augmented when one wheel is of
greater diameter than its companion on the same axle, which 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 the various
parts incident to constructions for overcoming these difficulties.
In Letters Patent of Great Britain which were granted to me on the 27th day of
December 1879 and which are numbered 5285 of that year, there is shewn and
described a wheel and axle designed to obviate these difficulties, and it is to the
wheel and axle there shown that the present invention relates, it being the object
of the invention to effect certain improvements in the construction there shown
which will render the wheel and axle more serviceable and lessen the cost of their
production.
To that end the invention consists in certain details of construction and com-
binations of parts, all of which will be hereinafter fully explained and particularly
pointed out.
In said Drawings Figure 1 is a longitudinal vertical section of one wheel and a
portion of an axle of the general construction shewn in the Patent referred to, but
embodying the improvements constituting the present invention.
Figure 2 is an enlarged view of a portion of Figure 1.
In its general features of construction and operation the wheel and axle shown
in the present application are the same as those shewn in the Patent referred to,
and consequently, a very brief description of those features common to both will
suffice.
Referring to the Drawings it will be seen that the ends of the axle 1 fit within
the pedestal supports 4 upon which rest the load, and are rigidly secured to the
same by keys 10 fitting in grooves in the axle and pedestal supports as shewn.
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 (not shewn)

page_text: which locks the wheel and box together. The concave bearing for the box 2 is formed
of the two collars 6 and 20 which are rigidly secured to the wheel, in a manner fully
set forth in the Patent referred to.
A tube 12. having an interior diameter somewhat greater than the diameter of
the axle encircles the axle between the wheels and has its ends fitted into sleeves
extending from the inside of the wheels, thus supporting the wheels in an upright
position whenever the weight of the load causes the axle to spring, all of which is
fully set forth and explained in the Patent referred to.
It was found in practice that the sleeve 29 of the wheel was subjected to very
great strain owing to the lateral pressure or thrust of the axle, and that this sleeve,
in order to support the wheel in a perfectly perpendicular position at all times and
not be liable to be broken by the strain, must extend a considerable distance from
the wheel and onto the tube 12.
It was also found to be very difficult if not impossible, to cast the wheel and a
sleeve of sufficient length in a single piece, because the peculiar shape of the
structure and the disposition of the metal, made the casting almost certain to crack
in cooling, Another objection to the construction shewn in the Patent referred to
was, that in order to form shoulders for the ring 28 and the box 20 to rest against,
it was necessary to make the opening through the wheel and sleeve of three
different diameters in its different parts. This required the use of drills of three
different sizes in boring the hole, required many stoppages and changes of the
machinery and made the construction of the wheel unnecessarily slow and
expensive.
Both of the before mentioned difficulties are avoided by the present invention
in which the wheel 11. is formed with a comparatively short sleeve 29 and in which
the opening through the wheel and sleeve is of uniform size throughout its length.
A supplemental sleeve 40 having in the case shewn, an annular shoulder 41 although
such shoulder is not absolutely essential, is then by bydraulic or other pressure,
forced into the opening in sleeve 29 until the shoulder 41 is brought against the
end of said sleeve. The sleeves 29 and 40 thus become rigidly secured to each other
and together form a bearing upon tube 12. of sufficient length to support the wheel
and withstand all lateral strain or thrust.
The tube 12. is provided with a collar 13 (the same as in the Patent referred to)
against which the end of sleeve 40 abuts. The inner end of the sleeve 40 forms
a shoulder 30 against which the annular nut 28 when screwed onto the end of the
tube 12 abuts, so as to prevent the wheel and tube from being drawn apart.
In the patent referred to the annular nut 28 extends outward a distance equal to
the full height of the shoulder 30, but in the present case this nut is of a less
height, so that an annular opening 42 for a purpose to be presently explained is
left between the nut and the interior of the sleeve 29.
The nut 28 after being screwed onto the tube 12 is locked by the pin 43 which
passes through coinciding openings in the nut and tube. This locking pin instead
of being inserted from the interior of the tube 12 and bent over upon the outside
of the nut as in the Patent referred to, is inserted from the outside of the nut and
rests loosely in its seat, it being prevented from dropping through into the interior
of the tube, by a head upon its outer end which rests in a countersink in the nut.
In order to insert this locking pin, the sleeve 29 is provided with an opening 44
through which it is dropped when the wheel has been turned so as to bring the
openings into register. After the pin 43 has been inserted the collar 20 is placed
in position, as shown in Figure 1.
This collar unlike that shewn in the Patent referred to, is provided with an
annular extension 45 which enters the opening 42 and abuts against the shoulder 30
of the sleeve. The extension 45 serves the double purpose of keeping the box in
its proper position, and preventing the pin 43 from dropping from its seat when it
is carried beneath the axle. By making this extension upon the collar 20 and
causing it to abut against the shoulder 30 one of the shoulders shown in my former
;

page_text: Patent is dispensed with and the construction of the wheel and axle is corre-
spondingly simplified.
Having now described and particularly set forth the nature of the said Invention
and the manner of carrying the same into effect I would have it understood that
what I claim is:-
1 The combination with a stationary axle of wheels provided with boxes
bearing directly on said axle, and with sleeves as 29 and supplemental sleeves
as 40 secured rigidly thereto, and a tube to keep said wheels apart and allow each
to turn independently of the other substantially as described.
2nd A tube provided with collars as 13 28 in combination with wheels provided
with sleeves as 29 and supplemental sleeves as 40 substantially as described.
3rd The combination with the supplemental sleeve, as 40 of the collar as 20,
having the extension as 45 substantially as described.
4th The combination with the nut or collar 28 and its locking pin 43 of the
collar 20 having the extension 45, substantially as described.
In witness whereof I the said William Morgan Brown have hereunto set my
hand and seal this twentieth day of March in the year of our Lord
One thousand eight hundred and eighty three.