IMPROVEMENTS IN RAILWAY VEHICLES
Year: 1882

page_text: LETTERS PATENT to William Lloyd Wise of 7 Whitehall Place in the City
of Westminster for an Invention of IMPROVEMENTS IN RAILWAY VEHICLES.
A communication to him from abroad by Bernhard Röber, of Dresden, in the
Kingdom of Saxony, German Empire.
PROVISIONAL SPECIFICATION left by the said William Lloyd Wise at
the Office of the Commissioners of Patents on the 2nd September 1882.
WILLIAM LLOYD WISE, of. 7 Whitehall Place in the city of Westminster,
"IMPROVEMENTS IN RAILWAY VEHICLES" (a communication to me from abroad by
Bernhard Röber, of Dresden in the Kingdom of Saxony, German Empire)
This invention has for object improvements in railway vehicles, and has reference
to means for facilitating the passage of such vehicles round a curve.
The arrangements provided to this end are such that, in the case of a railway
vehicle having three axles, when it is running upon a curve, to ensure steady and
uniform motion, the leading and trailing axles may assume positions inclined to
the longitudinal axis of the vehicle and radial to the curve, the central axle moving
end wise a distance distance equal to the versed sine of the curve subtended by the
wheel base.
In the case of a vehicle having only two axles they assume similar positions to
the leading and trailing axles of a three axled vehicle. In a railway vehicle having
three axles arranged according to this invention, the middle axle is carried in a
suspended under frame moveable sideways or laterally, that is, perpendicularly to
the length of the vehicle, and the two end axles are carried each in a suspended
under frame capable of turning on a central pivot. In passing round a curve the
central axle is moved endwise by the pressure of the rails on the wheel flanges
and communicates motion by means of connecting rods to the two suspended
turning frames of the end axles, and effects their radial displacement or
disposition.
The middle frame is provided with ears or tongues which fit or slide loosely in
cramps or guides in the main frame of the vehicle. To render the movement of

page_text: the frame easy it is provided with rollers, which run upon plane surfaces on the
main frame. Each roller is mounted upon a projecting arm fixed to the suspended
frame and ending in a stud or gudgeon. These arms are provided each with an
enlarged portion for the reception of the bolt of the link of the supporting spring.
In this manner the longitudinal main beams of the vehicle are directly supported
by the springs of the central axle and at the same time the latter are forced to
participate in the lateral movement or displacement of the middle axle while the
movable frame is not loaded. When found more convenient, however pendulum
links may be substituted for the rollers.
Each of the end axles is carried in a frame capable of rotating on a vertical
pivot moving in a socket fixed on a channel shaped traverse piece. The four corners
of the frame are guided in slides on the main frame.
The vehicle rests as usual by means of the supporting springs upon the end
axles, therefore any radial movement of the latter will cause a movement of the
supporting springs in a longitudinal direction within their links, and will also
cause a small turning of each axle box beneath the supporting springs in
proportion to the radial displacement of the axle. To allow of this movement the
central part of the spring clip is provided with a rounded projection resting upon
the axle. The brakes are suspended from the suspended frames.
Sometimes it is advantageous that the rollers of the suspended central frame
should bear against the main frame immediately under the cramps or guides above
mentioned, and under such circumstances it is advisable to mount the rollers at
one side of the suspended frame. For this purpose the roller spindle is lengthened
to an arm pivotted to a fixed point behind the roller as viewed from the central
axle.
In this arrangement it is convenient to connect the bolt of the roller spindle
with the suspended frame by a slotted or loose connection, so that the necessary
play is provided for.
Should the central axle not be provided with a suspended frame, and its lateral
displacement be effected by play of the axle boxes in the forks or horn plates the
rollers may be so arranged that each rolls on a bracket on the main frame, which
bracket also serves as the point of attachment for the corresponding pivotted roller
spindle. The opposite roller spindles are connected by a rod so that the vertical
positions of the carrying springs may not be displaced by the end wise movement
of the axle. The several herein before described improvements refer chiefly to
vehicles with short springs, such as are used for goods wagons.
From the end axles of vehicles which are provided with turning frames the
spring frame or hanger is connected directly with the cramps or slides in which the
turning frame moves.
When the end axles have oscillating bearings, movable in a straight line,
introduced into their axle boxes to allow of the axles making the required
oscillation in passing over a curve their motion is derived from the end wise motion
of the middle axle by means of T shaped levers and connecting rods. Under the
main frame of the vehicle there is fixed for each end axle a pivot upon which a
Tshaped lever turns at the junction of its two members. The extremity of the
longer member is connected to the suspended middle frame by a loose connection,
and each extremity of the cross member is connected by a rod or link to one axle
box of one of the end axles. The movement of the axle box is also participated
in by the carrying spring, whose links support the vehicle in the manner of a
pendulum. The two T shaped levers for the two end axles may be connected to a
common point on the suspended middle frame, or to two separate points.
Sometimes it is more convenient that the connection of the T shaped levers with
the end axle boxes should be effected by movable axle forks.
In such case the bearings are fitted so as to oscillate in the axle boxes, and these
or their part, have that horizontal play in the guides of the inner fixed axle forks
which the axle requires for taking up its radial position. The outer movable axle
forks, which have their guides in slides or cramps on the underframe of the vehicle,

page_text: enclose the axle boxes. These are for this purpose provided with special guides
without horizontal play, so that the displacement of the outer axle fork is similar
in amount to that of the corresponding axle box.
The connection of the movable axle forks with the transverse arms of the
T shaped levers is effected by vertical bolts. Guides simultaneously support the
cross levers and allow to the outer axle forks so much side movement as the slight
circular motion of the link requires.
According to a modification of this invention, specially applicable to two axled
vehicles each radially movable axle is connected with the draw bar lying over it,
the one end of which is carried in a slot hole of the buffer beam of the vehicle,
'while the other end is pivotted so that the rod is capable of moving in a horizontal
plane. When the two vehicles are rigidly coupled by the ordinary screw coupling
the draw bar or rod chiefly effects the radial motion of the leading axle, whilst the
trailing axle receives a similar motion to a slighter extent.
The straight form of the draw bars on the curves may also be utilised for the
radial disposition of such axles as are not fitted to turning or unloaded
underframes. In this case the side pressure of the draw bars is transferred by
suitable means direct on to the axle bearings or boxes. The movement of the
radial axles may also be taken off by a buffer balance beam when such is
applicable.
.
.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed by
the said William Lloyd Wise in the Great Seal Patent Office on the
2nd March 1883.
WILLIAM LLOYD WISE late of 7 Whitehall Place in the City of Westminster,
now of 46 Lincoln's Inn Fields in the County of Middlesex, "IMPROVEMENTS IN
RAILWAY VEHICLES (a communication to me from abroad by Bernhard Röber of
Dresden in the Kingdom of Saxony, German Empire)
"
This invention has for object improvements in railway vehicles, and has reference
to means for facilitating the passage of such vehicles round a curve.
The arrangements provided to this end are such that in the case of a railway
vehicle having three axles, when it is running upon a curve, to ensure steady and
uniform motion, the leading and trailing axles may assume positions inclined to the
longitudinal axis of the vehicle and radial to the curve, the central axle moving
endwise a distance equal to the versed sine of the curve subtended by the
wheel base.
In the case of a vehicle having only two axles they assume similar positions to
the leading and trailing axles of a three axled vehicle.
On sheet 1 is illustrated an arrangement wherein a suspended frame is provided
for the middle axle and is capable of moving laterally (ie, at right angles to the
longitudinal axis or centre line of the vehicle) and there are two other suspended
frames for the end axles of a three axle railway vehicle, these two end frames being
each capable of turning on a central pivot, and the arrangement being such that
by the lateral displacement of the middle frame motion is transmitted through
connecting rods to the suspended turning frames of the end axles to effect their
radial displacement.
•
Fig. 1 is a side elevation partly in section. Fig. 2 a plan, and Fig. 3 a cross
section (the left hand portion being taken in line M N, and the right hand portion
in line O. P of Fig. 2) of a railway vehicle constructed according to this invention.
The part of the middle frame protrudes by its four narrow ends or tongues
loosely into the guide cramps ³ which are fixed at the underside of the longi-
tudinal main beams U. By means of the narrow ends the entire suspended frame
of the middle axle R¹ has sufficient but limited lateral play within the guide
cramps, which play is facilitated by the turning of the anti friction wheels or
rollers travelling in contact with short rails or projecting surfaces at the under-
sides of the main longitudinal beams which rollers are connected with the middle
frame.
The rollers rare, as shewn to an enlarged scale in Figs 4 and 5, each mounted on
a pivot d forming an extension of a projecting arm a, fixed to the suspended
middle frame. The arms a are provided each with an enlarged portion or boss b,
for the bolt of the link f¹ of the supporting or carrying spring T'. In this manner
the longitudinal main beams are directly supported by the supporting springs T¹
and at the same time the latter are forced, to participate in the lateral movement
or displacement of the middle axle.
Instead of the rollers r upright pendulous links may be employed, which will
allow of the lateral displacement of the middle frame.
Lare the connecting rods, which on lateral displacement of the middle frame
transmit motion to the suspended turning frames D of the end axles R to effect
their radial displacement when travelling over curves of the line or permanent way.
The radial movement of each end axle Ŕ takes place around the pivot Z, provided
above such axle in its frame D. The socket 7 of the pivot is arranged or fixed in

page_text: an iron channel shaped transom of the carriage framing whereas the frame D at its
four corners is guided and supported by the guide cramps k, which cramps are fixed
to the longitudinal main beams. These guide cramps allow sufficient lateral play
to permit of the radial displacement of the axles on the sharpest curves. The
frame D and horn plates form the suspended turning frame of the axle which
turning frame, free of all pressure from the weight of the vehicle follows the turning
of the axle around the pivot Z.
The vehicle rests as usual by means of the supporting springs T upon the
axles;
therefore any radial displacement of the latter will cause a movement of the
supporting springs in a longitudinal direction within their links fand will also
cause a slight turning of each axle box A underneath the supporting spring,
according to the radial displacement of the axle; the centre part of the supporting
spring is for this purpose and to allow of these movements provided with a pivot c.
The brakes are suspended to the unburdened turning frames.
In Fig 1, Sheet II the middle axle of the railway vehicle is arranged with
suspended frame. This suspended middle frame C Figs. 2, 2º 3, 3ª moves in the
cramps a, against whose under surfaces bear the rollers b. Each of these rollers b
is, as shewn in the before mentioned figures, carried by an arm and pivot projecting
from the middle frame so that during lateral movement of the middle frame it is
supported directly under the cramp a by the rollers having turning and rolling
motion. For guiding the middle frame it is advisable to mount the rollers at the
one side of the middle frame, as follows. The roller axis has an extension or arm d
(Figs. 1, 3, 3) able to turn on a centre or joint e situate behind the roller as viewed
from the middle axle of the vehicle. In this arrangement it is convenient to
connect the bolt f of the roller axis with the middle frame as shewn in Figs. 3
and 3 so that in the connection the necessary play is provided for. Should the
middle axle be without a suspended frame, and the lateral displacement of the
middle axle, be provided for by play of the axle boxes in the horns the roller bas
represented in Figs. 4 and 4a may be so arranged that it rolls under a bracket a
and on a surface of the same in which case the prolongation of the bracket and its
bent end admit of the turning about e of the arm d. In the arrangement without
middle frame as shewn in Figs. 4 and 4ª the opposite arms d are connected by a
connecting rod g in order not to disturb the vertical position of the carrying
springs on the respective axle boxes upon lateral displacement of the middle
axle.
The several hereinbefore described improvements refer chiefly to vehicles with
short springs such as are used for goods waggons. For the end axles of vehicles
which are provided with turning frames the spring frame or hanger is connected
directly with the cramps (or clamps) in which the ends of the turning frame move.
This is shewn at h in Fig. 1.
In order to reduce as much as possible the friction of the tongues of the suspended
franes D in the cramps k, these tongues rest upon balls, which are supported by the
cramps kas illustrated in Figs. 3, 5, 5ª Sheet II
On sheet III is represented the connection of the laterally movable middle
frame with the axle boxes of the end axles, by which arrangement the object is
attained of transmitting to the end axles motion derived from the lateral movement
of the suspended middle frames when travelling round curves, so that the end axles
are caused to assume radial positions.
The pivot which is fixed to the laterally movable suspended wheel frame A of
the middle axle M has for object to move the two T levers a The mounting of
these T levers is arranged on the under frame of the vehicle and consists of the
pivot c and the guides d arranged sidewise. The circular movement of the T levers
and the straight lateral displacement of the middle frame require that the holes in
the said levers through which the pivot f is passed be elongated. The movement
is communicated from the said levers to the end axles by means of the link rods a
connected in a known manner to the moveable axle boxes holding the axles. The
oscillating bearings introduced in the axle boxes movable in a straight line

page_text: allow of the end axles making the required oscillation which they must perform in
passing over curves. In the movements of the axle boxes part is also taken by
the carrying spring h whose links i support the. vehicle after the manner of a
pendulum.
On sheet IV is shewn a modification of the just described connection of the
laterally movable middle frame with the end axles, which modification consists in
that the two cross levers d are moved not from one common pivot but through two
pivots g which are also fastened to the suspended laterally movable middle frame,
and that further the connection of the cross levers with the end axle boxes is
effected by movable horn plates a.
In the employment of these movable horn plates the mounting of the axle boxes
in the inner fixed horn-plates bis the same as in Sheet III as the bearings are
fitted so as to oscillate in the axle boxes q, and these on their part have that
horizontal play in the guides of the inner fixed horn plates b which the end axle
requires for taking up its radial position on the sharpest curves.
The outer movable horn plates a which have their guides in the cramps c c¹ on
the under frame of the vehicle enclose the axle boxes q for this purpose provided
with special guides without horizontal play, so that the displacement of the outer
horn plates is similar in amount to that of the corresponding axle boxes.
The connection of the movable horn plates with the transverse arms of the
Tlevers d is effected by vertical bolts m The guides c c simultaneously support
the T levers and allow to the outer horn plates so much side movement as the
slight circular motion of the link requires.
On sheet V a two axled railway car is indicated, each axle being provided with
such a suspended turnable under frame, as specified with reference to and illustrated
in Figs. 1 and 2 Sheet I.
At
To these suspended frames D Figs. 1 and 2 Sheet V a small bar a is attached,
taking the place of the arm a described with reference to Fig. 4 sheet I. The bar a
may be connected movable to the frame D by means of the pivot or bolt c.
the end of this bar an eye b is formed, by which the roller is carried as illustrated,
which roller has to perform the same duty as the roller r in Figs. 2 and 4 Sheet I
with this difference, that in this instance (illustrated on Sheet V) the roller lies in
a line with and moves in the longitudinal direction of the spring. It is evident
that the bar a is to be prolonged to the other side of the pivot c in order to be
attached at its other end to a similar roller r not shewn in the drawing; the four
rollers at the four corners of the frame form the parts by which the weight of the
car is directly carried over or thrown upon the springs.
"
The rollers r mentioned in the preceding description may be replaced in the
middle frame as well as in the end frames by a pendulous connection illustrated in
Sheet V Fig 4, as will be readily understood by inspection of this figure.
As indicated in the plan Fig. 2 the two suspended frames are connected by a
rod arranged diagonally underneath the car. The rod may be made of a
T formed cross section for the sake of stiffness and may be supported by one or
more pendulous bearings z.
-
Having described the nature of the said invention and the manner of performing
the same as communicated to me as aforesaid I would have it understood that what
is considered to be novel and original and is therefore claimed as secured to me
under the Letters Patent first hereinbefore in part recited is :—
1. The arrangement of a suspended sidewise or laterally movable under-frame
(free of pressure) for the middle axle of a three axled railway vehicle with radial
axles, as represented in Figs. 1, 2 and 3 sheet I of the drawings.
2. The suspended under frames free of pressure or load and able to turn on centre
pivots for the end axles as shown in and described with reference to Figs. 1, 2 and 3
sheet I of the drawings.
3 In a suspended sidewise or laterally movable underframe as mentioned in
claim 1 for the middle axle of a railway vehicle, the connection of the roller r to
the spring T, through the parts a to d attached to said frame for the purpose of

page_text: transferring the pressure of the longitudinal beams U to the carrying springs T'
without loading the under frame as described and represented in Figs. 4 and 5
Sheet I of the drawings.
4. The arrangement of the roller 6 directly underneath the cramp or guide a of
the suspended middle frame as described and shewn in Figs. 1, 2 and 2ª Sheet II of
the drawings.
5. The connection of the roller b to an arm d turning at e as described and shewn
in Figs. 3, 3, 4 and 4ª sheet II of the drawings.
6. In railway vehicles without suspended frames the connection of the springs
with the spring carrier or bracket by roller b with its axle d as described and
shewn in Figs. 4 and 40 sheet II, either independently or connected by rod g, for
simultaneous movement with the opposite spring suspending links.
7. For the end axles, making the cramps or guides and frame of the spring in
one piece as described and shewn in Fig. 1 Sheet II of the drawings.
8. The connection of the sidewise or laterally movable middle frame with the
axle boxes of the end axles by means of T levers fitted to the under frame of the
vehicle so as to oscillate at c and with one arm encircle the pivot f projecting from
the middle frame whilst the cross arm carried in d is connected with the end axle
boxes through rods 8 as described and illustrated on Sheet III of the drawings.
9. The connections of the T lever with the middle frame at and with the axle
boxes through the movable horn plates a carried in c. c', whereby the axle boxes
are allowed side play in fixed horn plates b as described and illustrated on Sheet IV
of the drawings.
10. The arrangement as described and illustrated in Figs. 1 and 2 Sheet V of
rollers in conjunction with the arms or rods a connected to the suspended turnable
under frame D.
r
11. The connection of the two suspended, turnable under frames D by the
diagonally arranged link or rod z¹ and supporting the latter at one or more points
by pendulous bearings as described and illustrated in Figs. 1 and 2 Sheet V of the
drawings.
12. Supporting the tongues c of the axle frames by balls as described and
illustrated in Figs 3. 5 and 50 sheet II of the drawings.
In witness whereof I the said William Lloyd Wise have hereunto set my hand
and seal this second day of March in the year of Our Lord one thousand
eight hundred and eighty three.
W LLOYD WISE (L.S.)