provements in Vehicles adapted for Ordinary Roads and Tramways or the like.
Year: 1897

page_text: Date of Application, 5th Mar., 1897
Complete Specification Left, 6th Dec., 1897-Accepted, 8th Jan., 1898
PROVISIONAL SPECIFICATION
Improvements in Vehicles adapted for Ordinary Roads and
Tramways or the like.
We, JOHN ALEXANDER BRODIE, of 3 Cook Street, Civil Engineer, and ROBERT
ALEXANDER SLOAN, of 26 Castle Street, Consulting Engineer, both of Liverpool, in
the County of Lancaster, do hereby declare the nature of this invention to be as
follows:-
Our present invention has reference to vehicles of the lorry class, and the object is
to adapt such vehicles for use on both ordinary roads and tramways or the like, so
that much of the transference of goods between road vehicles and railway trucks
which is at present found necessary, may be obviated.
In carrying out our invention, we provide the lorry with wheels of special
construction which can be used as ordinary flangeless wheels for ordinary road traffic,
but which can be transformed into flanged wheels when required to run on tram or
other rails.
We convert the wheels, or some of the wheels, of the lorry from flangeless wheels
to flanged wheels either by fitting a flange into a groove in the rim, or by providing
an expanding portion of the rim which when expanded forms the flange; in the
preferred construction, we make the flange in two or more segments, partially housed
in a deep groove in the rim of the wheel, and adapted to be readily attached or
detached at pleasure. As it is necessary that the change from flangeless to flanged
wheels should be effected with facility, we prefer to secure the segments in place by
studs passing through the rim of the wheel and firmly secured by nuts or cotters;
the ends of the segments may be held by fitting into undercut recesses which prevent
the displacement of the ends of the segments except when the studs are withdrawn
from the wheel rim; or if preferred, the ends of the segments can also be secured
by nuts or cotters..
Where a detachable flange is provided as described, it is advisable to also provide
similar loose segments just deep enough to fill the groove. These may be inserted
when the flange is detached so as to leave the wheel flangeless and will prevent
access of dirt to the groove and also prevent the deformation of the latter.
In some cases, instead of making the flange in the form of detachable segments,
the segments may be permanently housed within the groove, and adapted to be
protruded from the latter or retracted flush with the tyre, by means of rotatable cam
surfaces, screws or the like.
In order that the lorry may adapt itself to the comparatively sharp curves found on
tramways, we mount each axle on a swivelling under carriage, so that both ends of
the lorry are alike in construction.
We also provide means for connecting the two axles of each lorry together so that
they swivel symmetrically, and for guiding the leading axle of each lorry from the.
locomotive or the preceding lorry where they are arranged in trains.

page_text: A very convenient method of connecting the two axles of the lorry together is as
follows; The under carriage to which the shafts are connected is turned through
balf a revolution so that the shafts lie directly under the lorry, and they are supported,
midway between the two under-carriages, by an arm extending from the
other under-carriage. In this way, not only are the shafts snugly disposed and
supported out of the way, but the desired co-action between the axles is ensured.
To guide the leading axle, we provide a detachable stem which can be readily
fixed on the shaft draw-bar of the under-carriage, and which fits freely within a slot
or the like near the end of the preceding lorry. By suitably selecting this guide
point, the axles of the lorries can be automatically swivelled so as to stand radially on
a curve of average radius.
It will be understood, of course, that when used as an ordinary road lorry, the axles
are disconnected, the shafts swung out from underneath the lorry, and the trailing
under-carriage is locked square with the lorry. As the shafts can be attached at
.either end of the lorry, the double ended form offers considerable advantages in
shunting, etc.
We prefer to connect the draw bars to the platform of the lorry, so as not to
transmit the tractive force through the various under-carriages. We prefer to make
the connection positive, by a draw-bar capable of transmitting thrust as well as
tension, and articulated to the lorries by a universal joint at each end; springs may
be interposed to mitigate shocks at starting and stopping; or screw couplings combined
with spring buffers may be used.
2
1000
Improvements in Vehicles adapted for Ordinary Roads and
Tramways or the like.
We, JOHN ALEXNDER BRODIE, of 3 Cook Street, Civil Engineer, and ROBERT
ALEXANDER SLOAN, of 26 Castle Street, Consulting Engineer, both of Liverpool, in
the County of Lancaster, 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:-
Our present invention has reference to vehicles of the lorry class, and the object
is to adapt such vehicles for use on both ordinary roads and tramways or the like, so
that much of the transference of goods between road vehicles and railway trucks
which is at present found necessary, may be obviated.
In carrying out our invention, we provide the lorry with wheels of special
construction which can be used as ordinary flangeless wheels for ordinary road
traffic, but which can be transformed into flanged wheels when required to run on
tram or other rails.
We convert the wheels, or some of the wheels, of the lorry from flangeless wheels
to flanged wheels either by fitting a flange into a groove in the rim, or by providing
an expanding portion of the rim which when expanded forms the flange; in the
preferred construction, we make the flange in two or more segments, partially housed
in a deep groove in the rim of the wheel, and adapted to be readily attached or
detached at pleasure. As it is necessary that the change from flangeless to flanged wheels
should be effected with facility, we prefer to secure the segments in place by studs
passing through the rim of the wheel and firmly secured by nuts or cotters; the
ends of the segments may be held by fitting into undercut recesses which prevent

page_text: the displacement of the ends of the segments except when the studs are withdrawn
from the wheel rim; or if preferred, the ends of the segments can also be secured by
nuts or cotters.
Where a detachable flange is provided as described, it is advisable also to provide
similar loose segments just deep enough to fill the groove. These may be inserted
when the flange is detached so as to leave the wheel flangeless and will prevent
access or dirt to the groove and also prevent the deformation of the latter.
In some cases, instead of making the flange in the form of detachable segments,
the segments may be permanently housed within the groove, and adapted to be
protruded from the latter or retracted flush with the tyre, by means of rotable cam
surfaces, screws or the like.
In order that the lorry may adapt itself to the comparatively sharp curves found
on tramways, we mount each axle on a swivelling under carriage, so that both ends
of the lorry are alike in construction.
We also provide means for connecting the two axles of each lorry together so that
they swivel symmetrically, and for guiding the leading axle of each lorry from the
locomotive or the preceding lorry where they are arranged in trains.
A very convenient method of connecting the two axles of the lorry together is as
follows: The under carriage to which the shafts are connected is turned through
half a revolution so that the shafts lie directly under the lorry, and they are supported,
midway between the two under-carriages, by an arm extending from the other
under-carriage. In this way, not only are the shafts snugly disposed and supported
out of the way, but the desired co-action between the axles is ensured.
To guide the leading axle, we provide a detachable stem which can be readily fixed
on the shaft draw-bar of the under-carriage, and which fits freely within a slot or the
like near the end of the preceding lorry. By suitably selecting this guide point, the
axles of the lorries can be automatically swivelled so as to stand radially on a curve
of average radius.
It will be understood, of course, that when used as an ordinary road lorry, the
axles are disconnected, the shafts swung out from underneath the lorry, and the
trailing under-carriage is locked square with the lorry. As the shafts can be attached
at either end of the lorry, the double ended form offers considerable advantages in
shunting, etc.
We prefer to connect the draw-bars to the platform of the lorry, so as not to
transmit the tractive force through the various under-carriages. We prefer to make
the connection positive, by a draw bar capable of transmitting thrust as well as
tension, and articulated to the lorries by a universal joint at each end; springs may
be interposed to mitigate shocks at starting and stopping; or screw couplings
combined with spring buffers may be used.
We have illustrated, by way of example, an application of our invention to an
existing type of lorry, in the accompanying drawings, in which Fig. I is an elevation,
Fig. II a plan, Fig. III a diagrammatic representation of the lorries on a curve, and
Figs. 1V, V, VI and VII detail views of the wheel; Fig V is a diametral section on the
line A. A. of Fig IV; Figs VI and VII are radial sections, the latter showing the flush
segment in position.
Referring in the first instance to the wheels, it will be seen, in the form illustrated
in Figs. IV to VII, that the tyre 1 is made somewhat thicker radially than is usual
and that it is provided with a circumferential groove 2 which we prefer to make as
deep as the thickness of the tyre permits; when the lorry is to be used on tram or
other rails the wheels are converted into flange wheels by fitting the segmental flange.
pieces 3 into the grooves. In the example illustrated, there are two semi-circular
Hange pieces each provided with a central stud 4 adapted to pass through a radial
hole extending through the tyre and rim of the wheel, and provided with a cotter 5
which secures the stud in position. The ends of the flange pieces may also be held
in position by studs or bolts, but we usually prefer to hold the ends by adapting them
to fit into under-cut recesses formed at opposite ends of a diameter at right angles to
the diameter passing through the studs 4. In the example illustrated, permanently.

page_text: fixed bolts 6 are fitted, whose heads fit tightly into the groove 2 and are so shaped as
to hold the notched ends of the flange pieces against radial displacement. It will be
seen that in this arrangement the flange pieces come to a bearing all round on
the bottom of the groove in the tyre, which gives a very solid construction. In
Fig. V the section is taken through the studs 4, and in Fig. VI the section shows the
normal section of the groove 2. In order to prevent deformation of the groove
or the access of dirt thereto when the wheel is used on ordinary roads, we fit
segmental pieces 31 (Fig. VII) exactly similar to those described, except
that they are only just deep enough radially to fit the grooves, and thus leave
the wheel flangeless. Both sets of segments are carried with the lorry, one set in
place on the wheels, and the other set suitably housed under the lorry. It will be
seen that to change the wheels from flangeless to flanged wheels all that it is
necessary to do is to change the segments, and this we find can be accomplished in
a few minutes by an ordinary carter. We prefer to fit a spring catch to the cotter to
hold it against displacement, and we also provide a suitable abutment on the wheel
so that the studs 4 can be easily levered outwards when the segments have to be
removed.
Referring now to the construction of the lorry as shown in Figs. I, II and III:
two or more of the wheels are constructed in the manner just described; in the
figures all the wheels are so constructed, a course which is only adopted under
exceptional circumstances.
i
Each pair of wheels is carried from a swivelling under-carriage 7 and each under-
carriage is provided with draw-bar brackets 8 at each end, to either of which the
shafts 9 can be attached.
10 is the bar rigidly attached to one of the under-carriages, which bar is provided
with a swivelling yoke 11 which carries the shafts when the latter are turned round,
so articulating the two under-carriages as to ensure the co-action between the axles
when turning a curve.
We have found that when a series of lorries are turning any curve within practical
limits, with the axles radial to the curve, that a line drawn from the centre of the
leading axle and perpendicularly thereto cuts the centre line of the lorry in front at
a point 12, (see Fig. III), and we further find that the position of this guide point
does not vary sensibly for different curves, and we therefore ensure the proper
swivelling of the axles, necessary to ensure their radial position on a curve, by
providing the front axle with a stem 13 which can be attached to the draw bar
brackets and the end of which is constrained to pass through the guide point 12 on
the preceding lorry or the locomotive, by the curved pieces 14; the latter however
permit the longitudinal movement of the end of the stem over the guide point when
the lorries are elastically coupled. The plates 15 serve to guide the end of the stem
into position.
We have shown the lorries coupled with a coupling 16 with a universal joint, but
of course any suitable form of coupling may be used; for example an elastic coupling
may be used or a screw coupling may be combined with elastic buffers.
Having now particularly described and ascertained the nature of our said invention,
and in what manner the same is to be performed, we declare that what we claim is :-
In vehicles adapted for ordinary roads and trainways or the like: -
1. A lorry having two swivelling under-carriages adapted to be articulated together
by means of the shafts attached to the one and a bar with swivelling yoke piece
attached to the other, and which are swivelled automatically by a stem whose end is
constrained to move through a fixed guide point on the preceding lorry or locomotive
when the lorries are arranged in a train; substantially as described and illustrated.
2. A wheel adapted for road or rail, having a circumferential groove and provided
with projecting and flush seginental flange pieces either of which is adapted to be
held in position in the said groove; substantially as described and illustrated.
3. The means for swivelling the articulated axles which consist of a stem attached
to one of the axles and a suitable guide on the preceding vehicle which, while

page_text: admitting of elastic connection between the vehicles, constrains the end of the said
stem to move through a fixed guide point; substantially as described and
illustrated.
4. The means for securing either the projecting or flush segmental flange pieces
in position in the grooved wheel which consist of under cut recesses to hold the
ends of the said pieces, and studs fixed to or integral with the latter, fitting into
and held in radial holes in the rim of the wheel; substantially as described and
illustrated.
5. The combination and arrangement of parts forming the improved lorry;
substantially as described and illustrated.
SLOAN & LLOYD BARNES,
Castle Chambers, 26 Castle Street, Liverpool, Agents for the Applicants.