IMPROVEMENTS IN THE CONSTRUCTION AND ARRANGEMENT OF RAILWAY AND TRAMWAY ROLLING STOCK
Year: 1885

page_text: and Tramway Rolling Stock.
I JOSEPH SANDERS of 1 Market Terrace Longton in the County of Stafford
Watchmaker do hereby declare the nature of my invention for IMPROVEMENTS
IN THE CONSTRUCTION AND ARRANGEMENT OF RAILWAY AND TRAMWAY ROLLING
STOCK to be as follows:-
This improvement consists of the manner and arrangement by which the wheels
are made to radiate and adjust themselves automatically to run parallel to the
rails while passing round curves, without the inner wheels having to skid or back
slip, at the same time the flange and rail friction of the outer wheels is reduced to
a minimum.
For the prevention of skidding or back slipping of the wheels on the rails, caused
through the difference of the length of the outer to the inner rail of curves, and
on the straight line through the difference in the circumference of two wheels on
the same axle. This I effect by adopting divided axles, with straight inner
journals, without shoulders or collars at their outer or center ends, meeting end to
end in one centre bearing, and axle box, mounted & supported in one "divided
axle frame" to each pair of wheels and axles. This "divided axle frame" passes
under the vehicle bottom, but clear of it, and is cranked or forked at both ends to
pass over the wheels down to the outer axle boxes, it has two arms trussed down
from the inner side of each "crank" or "fork" to the middle axle box. The said
middle and outer axle boxes, bearings, divided axles, keepers and lubricators are
fitted and bolted to the "divided axle frame" by screw pins and nuts uniting the
whole, but allowing proper end and side shake for the journals in their bearings.
The front and rear pair of wheels and axles, for a six wheel vehicle, are mounted
alike in every particular and are seperate from each other and from the vehicle
itself, but they are pivotted to the " body or under-frame of the vehicle by strong
king pins passing through the middle of the top part of each of the said "divided
axle frames."
23
To the middle of each of the front and rear "divided axle frames" are fitted and
bolted longitudinal connecting arms, the ends of which are cut across to form &

page_text: knuckle joint, with round pin holes through which bolts pass vertically cottared
at the bottom to connect the middle guiding arms as hereafter mentioned. By this
part of my invention the "divided axle frame" rests on three axle boxes and
bearings. The collars or shoulders to the outer journals working against the
shoulders of the bearings, keeps the inner ends of axles close together in the middle
bearing, which running in the same direction as each other, saves the middle collar
friction and also keeps the wheels to their proper guage, as securely as though
undevided.
The wheels which are firmly fixed to the axles, are free to revolve in the same or
in opposite directions, travel faster or slower to each other.
It makes the axles twice the strength, removes any tendency to deflection or
upward strain, as on the undivided axle, utilising, the upward pressure to relieve
the outer bearings.
This part of my invention can easily be applied to present railway & tramway
rolling stock, for the prevention of "skidding" without radiation, for such as four
wheeled vehicles, by dividing the present axles in the centre, and turning the ends
up for middle bearings, & fitting the "divided axle frame" with centre axle box,
as before described, to the present axle boxes & other accessories.
The part of my invention for compelling the proper radiation of the wheels and
axles of a six wheel vehicle, when passing either to right or left round curves.
This I effect by making the "fork" of the middle "divided axle frame" somewhat
wider (to allow the wheels to have transvers or end play, specified hereafter) the
outer and inner journals of axles longer and straight without collars at their outer
ends to allow for the necessary end play through their bearings-The inner
portion of the divided axles are turned straight to pass through loose sleeve bushes,
which are kept on the axles by the wheel bosses at their outer ends, & collars
fitted and bolted to the axles at their inner ends.-The sleeve bushes have each
two nibs, one on the upper & the other on the lower side: the top ones pass
through steadying slots or slides in the arms of the truss of the middle "divided
axle frame."
There are two guiding arms bolted together and to the upper nibs of the "sleeve
bushes" & a regulating rod is bolted together in like manner to the lower nibs
both acting to keep the wheels to their proper guage, the inner ends of divided
axles close together & the sleeve bushes aquare on the axles & to their collars.
An oblong slot is made at each of the opposite ends of the said guiding arms by
which they are joined to the connecting arms of the front & rear "devided axle
frames" by the bolts passing through the holes of connecting arms & slots of
guiding arms, allowing necessary longitudinal or "radial" play,
4
The superstructure of the vehicle is supported by three oblong frames passing
from side to side under the vehicle bottom & made to fit & slide over the
divided axle frames" through slots or grooves in ends of the said oblong frames to
slide up & down perpendicularly, rendered necessary for the play of the springs.
The middle oblong frame is confined between four strong metal grooves secured
to the under-frame of the vehicle allowing it transverse play only in the same
direction with the axles & frame, but only when the curve is so sharp or accute
as to require additional end play, then the collars of the axles will force the "axle
frame" & "oblong frame" through its slides as far as may be required.
Four ball runners are attached to the vehicle bottom in metal boxes &
projecting a little below, for the oblong frame to run under to give the necessary
clearance between it & the vehicle bottom to minimise the friction.
The front & rear oblong frames are not attached to the vehicle bottom but have
the same radial play or motion with the "axles" & "asle frames" & to reduce
the friction to a minimum & to give sufficient clearance between them & the
vehicle bottom, three ball runners are fixed in each oblong frame" & raised
somewhat above them to run under smooth metal plates which are secured to the
vehicle bottom.
16

page_text: The springs are attached by slivers to projecting brackets at each angle of the
oblong frames transmitting the superincumbent weight of the vehicle to the axle
boxes and journals to which they are attached in the usual manner.
When the vehicle is passing on to a curve the front outer wheel is propelled
forward by the outer rail acting on its flange, at the same time the inner rail acting
on the flange of the inner middle wheel forces the inner & outer axles (they
butting end to end) through their bearings, at the same time carrying with them
the loose sleeve bushes & guiding arms, (they being all united as before described)
simultaneously moving the connecting arms of the front & rear "axle frames" in
the same direction thereby compelling the said "axle frames" "axles" & "wheels"
to radiate round their king pins, or in other words causes the outer end wheels to
increase their distance from & the inner end wheels to decrease their distance
to each other forming with the middle pair true arch on both rails in proportion to
the radius of the rails run on.

page_text: and Tramway Rolling Stook.
I JOSEPH SANDERS of No. 1 Market Terrace Longton in the County of Stafford
Watchmaker 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 improvement consists of the manner and arrangement by which the wheels
are made to radiate and adjust themselves automatically to run parallel to the rails
while passing round curves, without the inner wheels having to skid or back slip,
at the same time the flange and rail friction of the outer wheels is reduced to a
minimum; viz.-
For the prevention of skidding or back slipping of the wheels on the rails, caused
through the difference of the length of the outer to the inner rail or curves, and on
the straight line through the difference in the circumference of two wheels on the
same axles, This I effect by adopting divided axles, with straight inner journals
without collars at their centre ends, meeting end to end in one centre bearing and
axle box, mounted and supported in one "divided axle frame" to each pair of wheels
and axles. This "divided axle frame" passes under the vehicle bottom, but clear of
it, and is cranked or forked at both ends to pass over the wheels down to the outer
axle boxes, it has two arms trussed down from the inner side of each "crank" or
"fork" to the middle axle box. The said middle and outer axle boxes, bearings,
divided axle keepers and lubricators are fitted and bolted to the "divided axle
frame," by screw pins and nuts uniting the whole, but allowing proper end and side
shake for the journals in their bearings.
The front and rear pair of wheels and axles, for a six wheeled vehicle, are
mounted alike in every particular and ar seperate from each other and from the
vehicle itself, but they are pivotted to the "body" or underframe of the vehicle by
strong king pins passing through the middle of the top part of each of the said
"divided axle frames."
To the middle of each of the front and rear "divided axle frames" are fitted and
bolted longitudinal connecting arms, the ends of which are cut across to form a
knuckle joint with round pin holes through which bolts pass vertically and cottared
at the bottom, to connect the middle guiding arms as hereafter mentioned.
By this part of my invention the "divided axle frame" rests on all three axle
boxes and bearings. The collars to the outer journals working against the ends of
the bearings, keep the inner ends of axles close together in the middle bearing
which running in the same direction as each other, saves the middle shoulder
friction and also keeps the wheels to their proper guage just as securely as though
undivided.
The wheels, which are firmly fixed to the axles, are free to revolve in the same or
in opposite directions, and travel faster or slower to each other.

page_text: It makes the axles twice the strength, removes any tendency to deflection or
upward strain, as on the undivided axle, and utilising the upward pressure to
relieve the outward bearings.
This part of my invention can easily be applied to present railway and tramway
rolling stock, for the prevention of "skidding" without radiation, for such as four
wheeled vehicles, by dividing the present axles in the centre and turning the ends
up for middle bearings, and fitting the "divided axle frame" with centre axle
box &c, as before described to the present axle boxes, and other accessaries.
The part of my invention for compelling the proper radiation of the wheels and
axles of a six wheeled vehicle, when passing either to right or left round curves.
This I effect by making the "forks" of the middle * divided axle frame" somewhat
wider (to allow the wheels to have transvers or end play, specified hereafter) the.
outer and inner journals of axles longer and straight without collars at their outer
ends to allow for the necessary end play through their bearings. The inner portion
of the divided axles are turned straight to pass through loose sleeve bushes which
are kept on the axles by the wheel bosses at their outer ends and collars fitted and
bolted to the axles of their inner ends. The sleeve bushes have each two nibs, one
on the upper & the other on the lower side, the top ones pass through steadying
slots or slides in the arms of the truss of the middle "divided axle frame "There
are two guiding arms bolted together and to the upper nibs of the "sleeve bushes"
and a regulating rod is bolted in like manner to the lower nibs, both acting to keep
the wheels in their proper guage, the inner ends of divided axles close together and
the sleeve bushes square on the axles and to their collars. An oblong slot is made
at each of the opposite ends of the said guiding arms by which they are joined to
the connecting arms of the front and rear "divided axle frames" by the bolts
passing through the holes of connecting arms and slots of guiding arms allowing
necessary longitudinal or radial play.
The superstructure of the vehicle is supported by three oblong frames passing
from side to side under the vehicle bottom and made to fit & slide over the
"divided axle frames" through slots or grooves in ends of the said oblong frames
to slide up & down perpendicularly rendered necessary for the play of the springs.
The middle oblong frame is confined between four strong metal grooves secured to
the under-frame of the vehicle allowing it transvers play only in the same direction
with the axles and frames but only when the curve is so sharp or accute as to
require additional end play, then the collars of the axles will force the "axle frame"
and "oblong frame" through its slides as far as may be required. Four ball
runners are attached to the vehicle bottom in metal boxes & projecting a little
below, for the oblong frame to run under, to give the necessary clearance between
it and the vehicle bottom and to minimise the friction. The front and rear oblong
frames are not attached to the vehicle bottom but have the same radial play or
motion with the "axles" and "axle frames" and to reduce the friction to a
minimum, and give sufficient clearance between them and the vehicle bottom three
ball runners are fixed in each "frame" and raised somewhat above them to run
under smooth metal plates which are secured to the vehicle bottom.
The springs are attached by slivers to projecting brackets at each angle of the
oblong frames transmitting the superincumbent weight of the vehicle to the axle
boxes and journals to which they are attached in the usual way.
When the vehicle is passing on to a curve the front outer wheel is propelled
forward by the outer rail acting on its flange, at the same time the inner rail acting
on the flange of the inner middle wheel forces the inner and outer axles (they
butting end to end) through their bearings at the same time carrying with them
the loose sleeve bushes and guiding arms (they being all united as before described)
simultaneously moving the connecting arms of the front and rear "axle frames
in the same direction, thereby compelling the said "axle frames," " axles" and
"wheels" to radiate round their king pins, or in other words, causing the outer
end wheels to increase their distance from, and the inner end wheels to decrease
"

page_text: their distance to each other, forming with the middle pair true arches on both sides
in proportion to the radius of the rails "run on."
But in order that my invention may be more clearly understood I will now
describe the same with reference to the drawings annexed in which Figure one
shows a half longitudinal section of a six wheel vehicle on line a a. Figure 2 a
half longitudinal elevation. Figure 8 is a half plan looking up. Figure 4 is a
half plan looking down. Figure 5 is a cross sectional elevation on line b. b.
Figure 6 is a similar sectional elevation on line d. d.
Figures 3 & 4 show the vehicle on a curve of rails.
A. A are the wheels. B the axles of the front and rear wheels, divided in the
centre, C the axles of the middle pair of wheels similarly divided D the forked
.trussed beam or axle frame to the front & rear pair of wheels, E ditto of the
middle pair. F king pins. G G connecting arms attaching the front & rear axle
frames to the middle axle frame by means of the pins H through slotted sliding
joints G³ pins & nuts connecting the arms G, G. to the axle frames D. G¹ guiding
arms connected to the arms G with sliding play by the said pins H³. E¹ bolts
& nuts connecting the guiding arms G₁ to the upper nibs 1 of the loose sleeve
bushes I. I are the lower nibs of the sleeve bushes. B¹¹ are the outside bearings
or axle boxes. B'C' are the middle bearings & axle bosses to carry the inner ends
of divided axles. C³, fig. 6, collars fitted on axles C to keep sleeve bushes in
position B C lubricators, K oblong frames which pass from side to side under
& supporting the vehicle, by means of the springs K' (fastened in the ordinary way
by slivers to projecting brackets at each corner of the oblong frames) which rest on
the outer bearings or axle boxes to which they are attached in the ordinary way.
The axle frames D E have vertical play through the oblong frames K in slots
provided for that purpose at each end of the said oblong frames, which is necessitated
by & for the action of the springs K ball runners fixed in & raised above the said
oblong frames to run under metal plates K³, which are securely fixed to the vehicle
bottom, M is a similar oblong frame to the above for the middle axle frame
& attached also in a similar manner to the axle frames & springs M¹ projections or
slides M³ strong slide frames confining the oblong frame M from moving longi-
tudinally, but allowing it free play transversly when necessary M³ are ball
runners fixed in metal frames & projecting a little below the vehicle bottom to run
on the sides of oblong frame M. N is a regulating rod bolted to nibs I², fig. 6,
N' is a regulating screw to keep the wheels to their proper guage & the sleeve
bushes square on the axles & to their collars, I³, fig. 6, slots or slides in the trussed
sides of axle frame E in which nibs 1 work to steady sleeve bushes & keep the
guiding arms G¹ in position G' are sliding slots or joints with longitudinal play C³,
fig. 6, shoulders or collars to the journals C. When the vehicle moves on to a
curve of rails: the rails acting on the flanges of the front outer wheel & the inner
middl wheel causes the axles B axle & oblong frames D K to be truly radiated or
placed square across the rails & made to travel parallel thereon, by the said outer
front wheel springing forward & the axles C being forced transversly through
their bearings CC by the rail pressing upon the inner middle wheel & its axle C
forcing the outer axle C & also outer wheel to form with the front & rear wheels
& axles B a true arch-The sleeve bushes I being placed between the collars C³
& the bosses of the middle wheels, they consequently must move at the same time
as, & in the same direction with the axles C & carrying the guiding arms G' with
them in the same direction compels the said axle frames D axles B & wheels to
radiate round their king pins F at the same time steadying & causing the whole to
work automatically, simutaneously & in unison together.
To enable the vehicle to pass round very sharp curves at crossings, junctions &c:
the oblong frame M is so arranged to slide in grooves M either way when forced
to do so, by the shoulders or collars of the axles C pressing against the outer
& middle bearings C₁ C thereby causing the axle frame E & frame M to move
under the vehicle bottom giving more end play to enable the middle & front & rear
pair of wheels, to adjust themselves to any sharp curve.

page_text: Having now particularly described the nature of my invention I now proceed to
my claims
1. First is my arrangement of "divided axle frame" and under gearing for
sustaining the divided axles for the purpose of preventing "skidding
or "back
slipping" all being arranged to act substantially in the manner & for the purpose as
herein before fully described & represented in the drawings hereto annexed.
2. Second. The combination of the above parts viz" divided axle frame " " divided
axles" etc & general under gearing for the compelling of true & perfect radiation
of the wheels &c when travelling round curves substantially in the manner and
for the purpose herein before fully described and represented in the drawings
hereto annexed.
3. Lastly I claim the improvement in principle of the various parts in combination
for the purposes before described & reserve my right to any modification of the
details of construction of the various parts, & the materials to be used for the
purpose of carrying out of the same practically in adaptation to the various forms
of Railway & Tramway Rolling Stock.
D11
1011 1
1000