גידי Improvements in Car Wheels, Locomotive Wheels, and Brakes.
Year: 1891

page_text: Date of Application, 2nd Mar., 1891-Accepted 18th Apr. 1891
COMPLETE SPECIFICATION.
גידי
Improvements in Car Wheels, Locomotive Wheels, and Brakes.
I, JOHN ARRIAAN LA CROIX, Electrician, residing at 3340, Butterfield
Street, Chicago, in the County of Cook and State of Illinois, United States of
America, do hereby declare the nature of my invention, and in what manner the
same is to be performed, to be particularly described and ascertained in and by the
following statement :-
The object of my invention is to make car and locomotive wheels that shall be
self adapting to the direction of the track, whether the same be straight or curved,
by enabling them to shift their position on the axle and change the angle between
themselves and the axle, and to make brakes that can be used in connection with
such wheels; and my invention consists in the features and details of construction
hereinafter described and claimed.
In the drawings,
Figure 1 is an elevation of a pair of wheels connected together by the axle ;
Figure 2 is a horizontal section through one of the wheels, taken through line 2
of Fig. 1 looking in the direction of the arrow, and showing the connection of the
axle thereto;
Figure 3 is a vertical section of the journal box on which the wheel is mounted,
taken through the line 3 of Fig. 2;
Figure 4 is a side elevation of the journal box:
Figure 5 is an end elevation of the journal box;
Figure 6 is an end elevation of a pair of my improved wheels with a brake attach-
ment adapted thereto;
Figure 7 is a side elevation of one of the wheels taken through the line 2 of Fig. 6,
looking in the direction of the arrow;
Figure 8 is a detail of one of the parts hereinafter described;
Figure 9 is a front elevation of a pair of car wheels with one of my brakes in
place;
Figure 10 is a side elevation of one of the brake plates showing the brake shoe in
dotted lines;
Figure 11 is a section taken in the line 2 of Fig. 10 looking in the direction of
the arrow;
Figure 12 is a modified form of one of my brake shoes ;
Figure 13 represents a side elevation of the driving wheel of a locomotive with
the piston rod represented in dotted lines; and
Figure 14 is a front view of a vertical section taken in the line 2 of Fig. 13,
looking in the direction of the arrow.
In making my improved car wheel and axle, I make an axle A, which is
preferably rectangular in cross section and which may be, but not necessarily,
provided with cylindrical ends where it rests in the journal box.
that the axle shall not rotate with the wheels, but remain constantly in the position
It is intended
n which it is placed when the parts are put together. I make journal boxes D
provided with a hole through their centre for the introduction of the ends of the
xle. These journal boxes are preferably cast, although they may be made in any
convenient manner. When casting them, I provide them at
Hanges C, which may be cast integral with the rest of the box.
one side with
The hole D
hrough the centre of the journal is enlarged or beveled from the centre toward
ach end in a horizontal direction, so that it is wider at its edges than the diameter
f the axle. By this I mean, that the hole through the journal box is longer at
he edges of the box than it is deep, giving it an oblong or slotted form horizontal
t the edges of the box. The journal box is provided with a vertical hole through
Price &1

page_text: its centre, and the ends of the axle are also provided with a vertical hole, so that
when the axle is in place in the journal box, the vertical hole of the axle and the
vertical hole of the journal box will correspond, and a pin or bolt E is passed
through the holes. I prefer to provide this pin or bolt with one square or angular
end, and with screw threads at its other end, and to provide the holes through the
journal box with screw threads at the lower end, and with a square or angular
counter-sunk space at the top. The pin is inserted in the hole and screwed in
place, which will bring its angular upper end into the angular counter-sunk space
in the journal. When it has been screwed in sufficiently, an angular block H
fitting over the angular end of the bolt is preferably inserted in the counter-sunk
space in the journal. This will prevent the bolt from unscrewing, or working on
one direction or the other, so as to interfere with the rotation of the wheel on the
journal, as hereinafter described. This arrangement will cause the journal box and
the axle to always remain in the same relative position with reference to each
other. It will prevent the one from turning or rotating without the other, and
prevent the axle from being moved longitudinally in one direction or the other in
the journal box. It will, however, allow the journal box to play or move on the
axle, so that the inner side of the journal box may be moved back as the outer side
is moved forward, and cice versa. This will enable the axle to assume different
angular positions with reference to the journal box, so as to extend out therefrom
at right angles, or at an angle back or out from right angles. The operation will
be readily understood by an inspection of Fig. 2 which, as above said, is a
representation of a horizontal section through one of the wheels, showing the
position and relation of the parts. The wheel is made with a hole through its
centre of a proper size to receive the journal box, which, as shown in Figs. 4 and 5,
is cylindrical in external form. The journal box is also provided with holes passing
into the same, and screw-threaded to receive bolts. These holes may be of any
desired number, and may be located or raised in any desired position. The journal
box is inserted in the hole in the wheel until the flange Cabuts against the side of
the wheel. Another flange F is then slipped over the end of the axle and brought
against the opposite side of the wheel from the flange C. It is also provided with
holes, corresponding to the holes made in the journal box above described, and
screw-threaded bolts G are inserted in the holes, so as to bind the journal box and
the flange securely together. This operates to attach or connect the journal box
with the wheel. As before said, the exterior of the journal box is made cylindrical
in form, and a cylindrical hole is made in the wheel corresponding in size, so that
the one may properly fit the other. As the journal box is prevented from rotating
with the axle, the wheel must rotate on it, and to enable this to be done, the journal
box and the hole through the wheel are made cylindrical. To prevent dust and
dirt from working in between the flanges and the wheel, I make an annular groove
or channel in the wheel, and provide the flanges C and F with a corresponding
inwardly extending annular rim J that fits into the annular groove when the parts
are connected together. The flanges C and F are also provided with an outwardly
extending rim K, and the axle is provided with a guard L. that fits against the
same to prevent the entrance of dust or dirt at this point. As the journal moves
on the axle, as the wheels pass a curve in the track, the rims K move along the
inner face of the guards L, but always so as to maintain their proper relative
position thereto.
In order to provide a proper supply of oil between the wheel and the journal box,
I provide the wheel with a journal or groove Q. which extends around the journal
box. One or more holes lead from the channel or groove to the outside of the
wheel, preferably as shown in Fig. 2. After the groove or channel and hole have
been filled with oil, a top screw R is screwed into the end of the hole to prevent the
oil or lubricant from escaping or being lost as the wheel revolves.
In applying my improvement in car wheels to the driving wheels of locomotives,
I provide them also with a non-rotatable axle a arranged in the non-rotatable
journal box having an opening therein for an axle wider in its horizontal plane,

page_text: I
at its edges, than the diameter of the axle. I make the axle and the journal box
and unite them together, in all substantial respects the same as in the case of the
wheel above described, except that I make the plate c for securing the journal box
in place in the wheel as rotatable and as secured to the driving wheel, instead of to
case, it
the journal box, as above described with reference to the wheel. In this
will of course be understood that the opening through the plate is made of a size
and shape to correspond with the hole in the journal box. In giving the locomotive
driving wheel the capacity to change its angle with relation to the axle, it is
obvious that without the proper provision the piston rod, in its operation back and
forth in its journals and packing, would be forced out of proper relation to such
journals and packing, and would bind in the steam cylinder. It is important there-
fore to secure such an arrangement of the parts as will permit the driving wheel to
assume different positions on the axle, and yet permit the piston rod and its
connecting parts to continue in undisturbed operation. To effect this, I arrange
two arms d d rotatably mounted on the axle at each side of the driving wheel.
provide the particular spoke or web of the driving wheel to which the piston rod
is connected with a hole through it, wider at its edges than in its central portion.
When the wheel is turned to a position that brings this hole in the same hori-
zontal plane as the hole through the journal for the axle, the hole through the
spoke will be wider in its horizontal plane, at its edges, than in its central portion.
In a word, the hole through this spoke is intended, when in the same horizontal
plane as the hole through the axle, to be of the same form in its horizontal plane.
As the driving wheel rotates, however, so as to bring the hole through the spoke
above or below the hole through the journal, so that the holes come in a vertical
plane the hole in the spoke will be wider in its vertical plane, at the edges, than
in the central portion. The piston rod e is connected to the arms d d by a bolt f
that passes through the piston rod, the arms, and the hole in the spoke of the
driving wheel. This will enable the driving wheel not only to change its position
with respect to the axle, but also with respect to the piston rod, and will enable
the piston rod to continue its operation while the driving wheels are passing around
curves on the track without being interfered with or disturbed, as would be the
case were no provision made to permit the driving wheel to change its position
with reference to the piston rod and its connections, as well as with reference to
its axle.
As the journal and axle are permitted to change their relative positions as the
wheels pass around a curve, it is necessary to provide brakes specially adapted to
change their positions correspondingly, so as to be able to bear against the surface
of the wheels at all times. To make such brakes, I arrange on the inner flange
of the journals plates M extending forward a sufficient distance to bring their
forward ends to a point about even with the forward edge of the wheels. These
plates are connected together by a bar N, which is pivotally connected to them at
its ends. To afford additional support, I arrange on the axle one or more
forwardly extending supports m, which assist in sustaining the weight of the bar N.
A brake beam O is equipped or provided with brakes o operating against the faces
of the wheels in the usual way. A brake rod o' enables it to be drawn against or
moved from the face of the wheels. Near the end of the brake beam provide
slotted plates P that extend back to embrace the forward ends of the plates M,
which, as above said, are attached to the inner flanges of the journals. As the
wheels change their position on the axle, the plates M, of course, correspondingly
change position. In doing this, the forwardly extending plates M bear against one
side or the other of the slotted plates P, so as to move the brake beam and its
brakes a corresponding distance. In this way, whatever position the wheels may
assume on the axle, there will be a corresponding change of position effected in the
brake beam and its brakes; so that when it is clamped against the faces of the
wheels, it will always approach them in the right position and properly hear
against them.

page_text: In Figs. 9, 10, 11 and 12, I have shown certain modifications in my brake, which
I will now describe. In making the brakes as shown in these figures, I hang the
brake shoes on a transverse rod supported in suitable brackets ii at the outer
sides of the car body. The rod is provided with a crank 4, from which the
brake rod extends along under the car. The upper ends of the brake hangers
are also further supported on rods k suitably supported on the under side of the
car body. The brake shoes are preferably attached to the brake hangers by vertical
rods 1. At the point in the brake hangers where the transverse rod passes
through them, I arrange blocks n in a recess or opening in the hanger wider in its
outer edges than the diameter of the block. These blocks may be retained in place
in their recesses by a cap or plate n', shown in Fig. 10. They are provided with
screw threads, the one at the one side of the wheel with right hand threads, and
the one at the other side of the wheel with left hand threads. The transverse
rod, at the point where it passes through the blocks in the brake hangers is
correspondingly provided with right and left hand threads. As the brake rod j
is drawn and the transverse rod turned, the screw threads will run the brake
hangers with their shoes toward the wheel or from the wheel, depending upon the
direction that the rod is turned. When it is desired to set the brakes, it will be
drawn in that direction which will run the brake shoes up against the sides of the
wheel, so as to clasp or clamp them between the shoes, and thus secure the
necessary friction to brake the wheels; and when it is desired to release the brake
the rod will be turned in that direction which will cause the brake hangers to
be run away from the wheels, so as to release them from the pressure of the
brake shoes. The arrangement of the blocks in their recesses in the brake
angers will permit the rods to assume different angles with respect to the
hangers. In Figure 12 I have dispensed with the screw threads on the rod h,
and have introduced a combined lever suspended on a bracket H. This lever is
so arranged that as the brake rod is moved in the one direction or the other, the
brake shoes will be moved against or away from the sides of the wheels, so as to
brake them or release them from the brake as may be desired.
As the arrange-
ment of the combined lever will be fully understood from an inspection of Fig. 12
of the drawings, I deem it unnecessary to further describe it in detail.
In all the figures of the drawings I have shown a brake shoe suspended on a
vertical rod, which enables it to turn on such rod as an axis to correspond to the
changes of position which the wheels may assume on their axles as they pass around
a curve, or pass from a curve to the straight track, and in all of the figures, except the
last, I have shown provision for permitting the transverse rod to assume a different.
angle to the brake hanger, as from time to time may become necessary. I have
not shown this feature in Fig. 12, as the modification there illustrated dispenses with
the transverse rod h.
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 !
claim is :-
1. The combination of a car wheel provided with an annular groove in its side, a
non-rotatable journal for the wheel adapted to permit the axle in it to shift and
change the angle between itself and the wheel, and provided with an annular rim
adapted to fit the annular groove in the side of the wheel, substantially as
described.
2. The combination of a car wheel provided with an annular groove in its side, a
non-rotatable journal for the wheel adapted to permit the axle in it to shift and
change the angle between itself and the wheel, and provided with an annular rim
adapted to fit the annular groove in the side of the wheel and with an outwardly
extending rim, and a non-rotatable axle provided with a guard that fits against the
outwardly extending rim of the journal, substantially as described.
3. The combination of a non-rotatable journal for the wheel, a wheel adapted to

page_text: otate on the journal and provided with an annular groove or channel within it
round the journal, and means for supplying such groove or channel with oil,
ubstantially as described.
4. The combination of a locomotive driving wheel adapted to shift and change
the angle between itself and its axle, a spoke on the driving wheel provided with a
transverse hole therethrough, a piston rod, a pin connecting the piston rod to the
arns and passing through the arms and the hole in the spoke and being of a less
diameter than the edges of the hole in the spoke, whereby the driving wheel may
shift or change the angle between itself and the pin connecting the piston rod with
it, substantially as described.
5. The combination of a car wheel, a non-rotatable journal for the wheel adapted
to shift and change the angle between itself and the axle, a forwardly extending
plate supported on the journal and adapted to change and shift with the journal and
wheel, a brake beam cugaged by the forwardly extending plate and shifted with it,
and brake shoes mounted on the brake beam and shifted with it to constantly
remain in position to engage the face of the wheel, substantially as described.
6. The combination of a car wheel adapted to shift and change the angle between
itself and the axle, brake shoes adapted to clamp the wheel on its sides, brake
hangers suspended from the car body, and a vertical rod connecting the brake shoes
to the brake hangers and forming a vertical axis on which the brake shoes may
turn when clamping the wheel to accommodate themselves to varying positions of the
wheel, substantially as described.
7. The combination of a car wheel adapted to shift and change the angle between
itself and the axle, brake shoes adapted to clamp the wheel on its sides, brake
hangers suspended to the car body and carrying the brake shoes, blocks arranged in
boles or recesses in the hangers wider at their edges than the diameter of the
blocks, the blocks in the hangers on the opposite sides of the wheels being provided
with holes respectively right and left screw threaded, a transverse rod passing
through the hangers and the holes of the blocks and correspondingly right and left
screw threaded where it passes through the blocks and means to turn the transverse
rod and thereby run the brake hangers with their brake shoes toward or away from
the sides of the wheel, substantially as described.
and day of March 1891
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London, Agents for the Applicant.