IMPROVEMENTS IN WHEELS FOR RAILWAY CARRIAGES A communication from R Sy
Year: 1882

page_text: LETTERS PATENT to Gerard Wenzeslaus von Nawrocki Proprietor of the firm
of J. Brandt & G. W. v Nawrocki, Patent Solicitor and Civil Engineer of
124 Leipzigerstrasse Berlin, Germany. for an Invention of. IMPROVEMENTS
IN WHEELS FOR RAILWAY CARRIAGES A communication from R Sydow of
PROVISIONAL SPECIFICATION left by the said Gerard Wenzeslaus von
Nawrocki at the Office of the Commissioners of Patents on the 20th
September 1882.
GERARD WENZESLAUS VON NAWROCKI, Proprietor of the firm of J. Brandt
& G. W. v Nawrocki, Patent Solicitor and Civil Engineer of 124 Leipzigerstrasse
Berlin Germany
" IMPROVEMENTS IN WHEELS FOR RAILWAY CARRIAGES."
(A Communication from R. Sydow of Arnau near Konigsberg in Prussia German
Empire)
This invention refers to various improvements in the manner of fastening the
tyres to the wheels for railway carriages by the application of clamping appliances.
The improvements differ from known analogous constructions especially thereby
that they not only admit the use of old wheel frames, but also that any present
tyres with their wheels may be united thereby so that these means of fastening are
directly applicable to present rolling stock. The use of these means also offer few
difficulties while on the other hand the practical construction can be made very
exactly and offer great security against the loosening of burst tyres. This security
goes so far that the wheel may run with such a burst tyre without any danger of
it becoming detached from the body of the wheel. Neither are any repairs needed
and the tyre may be worn down to a minimum which is not the case with any
other known system.
The fastening of the tyre may be done cold so that there is no tension in the
tyre; or the contraction by shrinking may be made so slight that only a slight
tension is produced and the means of fastening may be used again after being
detached from a worn out tyre.
According to one mode which is applicable to all sorts of railway carriage wheels
the tyre is combined with the wheel rim by means of a clamping ring on each side
having a projecting rim fitting in a corresponding dovetail groove in the tyre; the
two clamping rings being held together by means of draw rivets which are let in
about half way in the rim.

page_text: In order to produce a secure fastening of the projecting rim there are provided
stay bolts between the clamping ring and situated more towards the centre of the
wheel than the aforesaid rivets.
The draw rivets must be rather clear of the wheel rim so as to be fairly exposed
to tension only while the forces in a radial direction are taken up by a tooth like
projecting ring formed on each clamping ring and entering a corresponding groove
in the wheel rim. Because of the stay bolts the rivets need not be recessed much
into the wheel rim so that the latter is not much weakened thereby.
The stay bolts may generally be in the same radius as the rivets and between
each two bolts there may be one, two or more rivets.
In driving wheels the space formed between the two clamping rings may be used
to receive the counterweights.
The rivet heads may be countersunk flush with the face or project above it in
any case they must be countersunk on the inner side, and it is preferred that the
outside face of the inner clamping ring should be a little below the surface of the
edge of the tyre
According to another modification and in order to diminish the width of the
clamping rings the rivets pass entirely through the rim of the wheel for which
purpose the latter is formed with corresponding lugs or eyes which however is
more expensive. For each rivet there may be two stay bolts, the one rivet head
⚫ being half round so that when a worn out tyre has to be taken off the rivet heads
have simply to be knocked off after which the rivets may be easily taken out.
The projecting tooth like rim on the clamping ring may be rounded in form, or
in the form of a trapeze or of a triangle with the apex somewhat broken off. The
tyre has about three or four steady pins half in the wheel and half in the tyre and
slightly rivetted at each end to keep the tyre from turning on the wheel rim.
The aforesaid mode of fastening is such that the tyre may be slotted through on
a slotting or shaping machine in three or four places without the least danger
the slots being filled with wedges. There is thus no objection to a tyre in several
pieces.
t
The tyre may also be effected by separate clamping pieces which are united to
each other by stay bolts and draw rivets. The rim and tyre being united by
double dovetail shaped wedges which are inserted after the shrunk on tyre has
cooled down. The dovetail grooves for these keys are formed previously.
The tyre is entirely held by these wedges but the clamping pieces serve to
prevent a lateral movement of the tyre.
The grooves turned in the sides of the tyre are either as in the other method
turned in before hand or grooves only a little wider than the clamping pieces may
be formed afterwards.
Obviously the draw rivets may be quite outside of the rim thus doing away with
the lug. According to another modification the stay bolts are omitted and the
draw rivets inserted between the tyre and the rim but let in deeper into the latter
The clamping rings are also in this case provided with the hook shaped rim and
the toothed shaped rim.
'
The holes for the draw rivets are drilled after the tyre has been put on.
This mode of fastening is the simplest and cheapest and answers all requirements.
This last construction may be so far modified that the draw' rivets are made to
pass entirely through the wheel rim. Although this latter thus becomes somewhat
weakened it is of no importance because the rim will be sure to break at this place
which is better than if it were to break at one of the spokes.
The tension will by such a breakage be taken out of the wheel itself and the rim
cannot give because the projections on the ring prevent it. In this construction
the steady pins have to be applied.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed
by the said Gerard Wenzeslaus von Nawrocki in the Great Seal Patent
Office on the 20th March 1883.
GERARD WENZESLAUS VON NAWROCKI Proprietor of the firm of J, Brandt
& G. W. v Nawrocki Patent Solicitor and Civil Engineer of 124 Leipzigerstrasse,
Berlin Germany " IMPROVEMENTS
IN WHEELS FOR RAILWAY CARRIAGES
"
A Communication from R. Sydow of Arnau near Königsberg in Prussia, German
Empire
This invention refers to various improvements in the manner of fastening the
tyres to the wheels for railway carriages by the application of clamping appliances
The improvements differ from known analogous constructions especially thereby
that they not only admit the use of old wheel frames, but also, that any present
tyres with their wheels may be united thereby so that these means of fastening
are directly applicable to present rolling stock. The use of these means also offer
few difficulties while on the other hand the practical construction can be made
very exactly and offer great security against the loosening of burst tyres. This
security goes so far that the wheel may run with such a burst tyre without any
danger of it becoming detached from the body of the wheel Neither are any
repairs needed and the tyre may be worn down to a minimum which is not the
case with any other known system.
The fastening of the tyre may be done cold so that there is no tension in the
tyre, or the contraction by shrinking may be made so slight that only a slight
tension is produced and the means of fastening may be used again after being
detached from a worn out tyre. The mode of fastening is represented in various
modifications on the accompanying drawings. According to one mode which is
shewn in cross section and in side view, Figure 1 and. which is applicable to all
sorts T of railway carriage wheels the tyre A is combined with the wheel rim B by
means of a clamping ring C on each side having a projecting rim fitting in a
corresponding dove-tail groove n in the tyre; the two clamping rings being
held together by means of draw-rivets D which are let in about half way in the
rim B.
In order to produce a secure.fastening of the projecting rim there are provided
stay bolts E between the clamping ring and situated more towards the centre of
the wheel than the aforesaid rivets.
The draw rivets D must be rather clear of the wheel rim so as to be fairly
exposed to tension only while the forces in a radial direction are taken up by a
tooth like projecting ring o formed on each clamping ring and entering a corre-
sponding groove in the wheel rim. Because of the stay bolts E the rivets D need
not be recessed much into the wheel rim B so that the latter is not much weakened
thereby.
The stay bolts E may generally be in the same radius as the rivets D and
between each two bolts there may be one, two, or more rivets D.
In driving wheels the space formed between the two clamping rings may be
used to receive the counter-weights.
The rivet-heads may be countersunk flush with the face or project above it in
any case they must be countersunk on the inner side, and it is preferred that the
outside face of the inner clamping ring should be a little below the surface of the
edge of the tyre as shewn in Figure 1.
According to another modification shown at Figure 2 and in order to diminishi
the width of the clamping rings the rivets D pass entirely through the rim B of

page_text: the wheel for which purpose the latter is formed with corresponding lugs or eyes
which however is more expensive. For each rivet there may be two stay-bolts E
as here shown, the one rivet head being half round so that when a worn out tyre
has to be taken off the rivet heads have simply to be knocked off after which the
rivets may be easily taken out.
The projecting tooth like rim o on the clamping ring may as shown in section at
Figure 2 be rounded in form, or in the form of a trapeze as shown at Figure 3 or
of a triangle with the apex somewhat broken off as shown at Figure 4.
The tyre
has about three or four steady pins half in the wheel and half in the tyre and
slightly rivetted at each end to keep the tyre from turning on the wheel rim.
The aforesaid mode of fastening is such that the tyre may be slotted through on
a slotting or shaping machine in three or four places as shown at Figure 1. without
the least danger, the slots being filled with wedges. There is then no objection to
a tyre in several pieces.
The tyre may also as shown at Figure 5 be effected by separate clamping
pieces F which are united to each other by stay-bolts E and draw rivets D. The
rim and tyre being united by double dovetail shaped wedges G which are inserted
after the shrunk on tyre has cooled down. The dovetail grooves for these keys are
formed previously.
The tyre is entirely held by these wedges G but the clamping pieces F serve to
prevent a lateral movement of the tyre.
The grooves turned in the sides of the tyre are either as in the other method
turned in beforehand or grooves only a little wider than the clamping pieces F
may be formed afterwards.
'
Obviously the draw-rivets D may be quite outside of the rim thus doing away
with the lug q. According to another modification shewn at Figure 6 the stay
bolts E are omitted and the draw rivets D inserted between the tyre and the rim
but let in deeper into the latter.
The clamping rings are also in this case provided with the hook-shaped rim
and the toothed shaped rim o
The holes for the draw rivets are drilled after the tyre has been put on.
This mode of fastening is the simplest and cheapest and answers all
requirements.
This last construction may as shown in Figure 7 be so far modified that the draw
rivets D are made to pass entirely through the wheel rim B. Although this latter
thus becomes somewhat weakened it is of no importance because the rim will be
sure to break at this place, which is better than if it were to break at one of the
spokes.
The tension will by such a breakage be taken out of the
rim cannot give because the projections on the ring prevent it.
the steady pins J have to be applied
wheel itself and the
In this construction
Generally speaking the following has yet to be observed. The tyre is not to be
shrunk on tighter than necessary to allow the same to be taken off again at a black
heat In old cast steel disc wheels used as wheel-bodies this system is applicable
equally well as with ordinary spoke wheels. As the connection of the tyre with
the wheel body is a very perfect one, the tyre can be turned off in the manner
shown by dotted lines in Figure 1 and can therefore be more completely worn than
with any method of attaching the same heretofore known to me.
Having now described the nature ofthe said invention and in what manner the
same is to be performed I declare that I claim.
First In tyre attachments by two clamping rings C with hooks which
embrace the dovetailed tyre fitted by turning the arrangement of the toothed
flange o and of the stay-bolts E in combination with the rivetted draw bolts D
Figures 1 to 4 and in some cases with the pins J.
Second-In the attachment of tyres by clamping rings C with hook 7 embracing
the dove tailed tyre fitted by turning, the employment of the toothed flanges o and
rivetted draw bolts D which are applied in the recesses between the tyre and the

page_text: crown of the wheel or in the latter alone as shown and described with reference to
Figures 6 and 7.
Third-In attachments for tyres the arrangement of the double dove-tailed
wedges G and of the clamps F, Figure 5 embracing the tyre turned with a
dovetail.
In witness whereof I the said Gerard Wenzeslaus von Nawrocki have here-
'
unto set my hand and seal this Tenth day of March in the year of our
Lord one thousand eight hundred and eighty three.
GERARD WENZESLAUS VON NAWROCKI (L.S.)