IMPROVEMENTS IN RAILWAY ROLLING STOCK AND WHEEL TYRES
Year: 1883

page_text: LETTERS PATENT to Frederick John Brougham of 46 Lincoln's Inn Fields, in
the County of Middlesex for an Invention of IMPROVEMENTS IN RAILWAY
ROLLING STOCK AND WHEEL TYRES a communication to him from Gesellschaft
für Verwerthung von Erfindungen im Eisenbahnwesen, of Berlin in the
Empire of Germany
PROVISIONAL SPECIFICATION left by the said Frederick John Brougham
at the Office of the Commissioners of Patents on the 31st December 1883.
FREDERICK JOHN BROUGHAM, of 46 Lincoln's Inn Fields in the County of
Middlesex "IMPROVEMENTS IN RAILWAY ROLLING STOCK AND WHEEL TYRES "
(a communication to me from Gesellschaft für Verwerthung von Erfindungen im
Eisenbahnwesen of Berlin in the Empire of Germany)
This invention relates to improvements in railway rolling stock and wheel tyres
and has for its principal object to secure, by arrangeinents which will be described
hereafter, the proper radial position of the axles of carriages with two axles,
and the end axles of carriages with three axles; and of locomotives.
When the invention is applied to the leading axle of a locomotive a loaded
wheel frame is employed in which the axle is carried in the usual manner. The
closed axle boxes can slide up and down in the horn plates following the vibration
of the springs. This whole frame turns on a central pin fixed to the locomotive
frame, and the bearing block of the pin can slide laterally to the extent required by
the curves.
The weight of the locomotive resting upon this moveable wheel-frame
is transmitted to wedge bearings whose bearing surfaces intersect on the centre
line and have the same inclination. In addition to this the upper part of each of
these wedge bearings is guided between vertical faces of the lower part, and these
faces are set at about 45 degrees to the longitudinal axis of the locomotive,
diverging towards the centre of the engine. The wedge bearings in combination
with the central pin capable of side play, permit the locomotive axle on rounding
curves to make a side movement in addition to the radial motion, and the former
not only serves to complete and perfect the latter, but it also induces the following
fixed axle to deviate from the line of rails in a proportionate degree. Since the
Price 101

page_text: i
wheel frame is fully guided by the wedge bearings the central pin serves only to
connect the movable frame with the frame of the engine. The inclined faces of the
two guide bearings give to the axle a tendency to maintain its middle position, and
therefore ensure a comparatively safe position on a straight road; while the vertical
guide surfaces entirely obviate side oscillation of the vehicle. If it be desirable to
maintain the quiet running of the wheel frame when applied to the leading axle of
a three axled locomotive, on curves of medium radius, the inclination of the wedge
bearing faces should not exceed the angle of friction, and the friction in each of
these bearings should be about equal to or very slightly greater than the sliding
friction between the rail and wheel. For this purpose either circular discs, or
flat springs are introduced, to increase the necessary friction in the wedge bearings.
If the wheel frame is suspended, as it usually would be in a carriage, slotted bearings
are used in place of the wedge bearings previously described. These slot
bearings which are placed similarly to the wedge bearings, consist of a pin fixed
above the axle centre and to the longitudinal girder of the carriage; this pin
enters a slot in a plate which is fixed to the wheel frame. In a three axled
carriage, the front and hind axles are provided with such slot bearings while
the central axle is longitudinally adjustable. For the purpose of utilising the
capacity of the central axle for guiding the others connecting rods can be
used with advantage for coupling the three frames. If, for instance, the
radial adjustments of the front and hind axles should be five-eighths of an inch,
the side motion of these axles in comparison to the carriage, is the same amount.
Under these circumstances the central frame of a three axle carriage only has half
the lateral motion as compared to the carriages of the systems hitherto in use with
pivotted end frames: and it is therefore not necessary to use rollers in this case,
since suspended springs, movable sideways, are sufficient. In cases where the
suspended and balanced end frames of three axled carriages are provided with a
central pin, very considerable improvement in the radial adjustment of these
frames is effected by fixing on the frames of the two end axles at the four corners,
horizontal brackets which at their outer ends carry each a pin placed in such a
position that its centre line is radial to the centre of the frame. Upon each of
these pins a roller is placed capable of rotating freely, and running upon a divided
or inclined surface on the underside of the longitudinal carriage frame. To the
said horizontal brackets are attached the spring suspenders. The end frames are
in this case also connected with the centre frame by connecting rods. In place of
the rollers on the central frame, as well as those on the end frames, the closed
system, known as Robert's parallel motion, may be used with advantage. In some
cases, the radial adjustment of axles of a two wheeled railway carriage is effected
by two T shaped cross levers pivotted each on a vertical pin and connected
together at the ends of the straight legs by means of a link, while the four arms
are coupled by means of connecting rods to the axle boxes. For the greater safety
of these cross levers against vertical forces the ends of the arms are suspended by
links from the carriage frame. Another arrangement for the simultaneous adjust-
ment of the axles of two axled carriages is by means of cross shafts which are
suspended in links from the framing. These shafts carry each, keyed near its
centre, a lever, and the ends of these two levers are connected together by means
of a rod so that the angular motion of the shafts is uniform One of the shafts has
keyed upon it at one end a double arm lever, and at the other end is provided with
a loose single arm lever. The other shaft is similarly fitted, but in reverse
arrangement; so that at each side of the carriage there is a fixed double lever and
a loose single arm lever. The upper end of one double lever is connected by means
of a rod with a loose lever, and the latter is connected by means of a second rod
with the axle box; while the lower end of the other double lever is connected by
means of a rod with the other axle box; the symmetrical adjustment of the two
axles is thus secured.
To avoid the use of diagonal rods for operating the coupling rods, and to obviate
the necessity of carrying the bearings for the cross shafts in long suspenders or

page_text: brackets, and to enable these shafts to be situated as closely as possible to the
frame of the carriage, the following arrangement is employed. The shafts are
fitted with levers connected to each other. Each of the shafts is also fitted with
a loose lever at one end, and a fixed lever at the other end, but all these levers are
of the bell crank form; the bell crank levers at the sides of the carriage are
connected together by their horizontal legs, while to the vertical legs rods leading
to the axle boxes are coupled, and the motion of the shafts is thus transmitted by
means of the bell crank levers symmetrically upon the two axles.
It is sometimes more convenient to make the axles of two axled, or the end
axles of three axled carriages adjustable, by giving them one sided play in their
horn plates, in euch a manner that all the axle boxes have play towards the buffer
beam, but have a fixed bearing towards the carriage centre. If an axle with this
arrangement leads, it will work on a straight rod perfectly supported, and when it
runs from the straight into a curve, it cannot assume a position opposite to the
radial one.
With the hind axle which has play in its horn plate towards the buffer plate,
the radial position will be immediately assumed on entering a curve, since the
inner axle box takes its bearing against the axle box framing towards the centre,.
while the outer axle box has free play to the given extent towards the buffer beam.,
This adjustment can be transmitted in two-axled carriages by means of connecting
rods acting independently of each other, and attached to each longitudinal side.
frame of the carriage. The rods which are connected to the axle boxes of one side.
of the carriage are fixed at their free ends to the ends of a lever pivotted on a
central pin. The action of the rods can therefore take place on one side of the
carriage, while the rods at the other side of the carriage remain entirely at rest.
In the inner curve the inner axle boxes of both axles will, therefore, take their
bearing against their horn plates towards the carriage centre, while the two outer.
axle boxes will move out to the full extent of the play.
In a three-axled carriage the two end axles are similar to the axles of a two-
axled carriage with the one-sided play of the axle boxes in their frames, while the
central axle has play in its longitudinal direction, so that it can shift laterally
while on curves, and the side motion is facilitated by the carrying springs being.
bung from pivotted lever arms. Upon each of these arms there runs a roller,
resting against a face fixed under the longitudinal bearer of the carriage.
Corresponding arms on the two sides of the carriage are connected together at their:
outer arms by means of rods.
To enable the lateral motion of the central axle when on curves to be transmitted
to the end axles, the lever arms are constructed of bell crank shape. The free end
of this bell crank lever is attached to a connecting rod which at the other end is
connected to the axle box. When the central axle shifts in a curve, the bell crank.
lever receives a short angular motion, and the outer axle box is, therefore, pushed.
towards the buffer plate, while the inner axle boxes are drawn towards the centre
of the carriage. To prevent any motion of the bell crank levers and the rods from
being transmitted to the inner axle boxes, the rods are provided with slots, in
consequence of which a lateral motion of the central axle has an effect only upon
the outer axle boxes, when running on a curve, while the inner axle boxes remain
resting against their bearings.
To provide for the assumption of the radial position by the axles of a tram car
it is provided with a central axle (called the independent adjustable axle) and the
two swinging frames carrying the leading and trailing axles. Upon the central
axle is a wheel which runs loose, and is pressed on to the grooved rail by means of
a weak coil spring, so as to avoid the possibility of its jumping when moving at
high speeds. This central axle is guided at one end through a pin which passes
through a long slot in the axle, and at the other end by a closed fork, which slides
in a guide plate fixed to the under frame. To eyes attached at the upper part of the
fork are coupled the usual connecting rods, which at their other ends, are connected
to the swinging frames. These rods may be replaced by other suitable mechanism.

page_text: Since the wheel which runs loose on the central axis is almost without any load
the friction between it and the rail is less than that of the axle in its guide when
the connecting rods are fixed to the upper parts of the eyes. The central axis acts
upon the adjustable axles by the flange of its wheel bearing against one of the
flanges of the grooved rail. This bearing always takes place in crossings in
consequence of the frictional conditions between the rail and the said wheel on one
side, and the guide and fork on the other side, on that side of the rail which is not
broken.
The axles of railway vehicles may have radial adjustment when running on
curves by suitably shaping the sections of the wheel tyres. On carriages with two
axles the arrangement may be made that of the two wheels running on the same
rail, one may have ordinary cylindrical tyres, while the other has conical tyres; or
wheels with tyres both conically shaped may run on the same rail. For carriages
with three axles the central axle should have plain cylindrical tyres, while the
front and bind axles are arranged as those in two-axle carriages. The tyre sections,
hereinafter described, are especially adapted to such adjustable axles in which only
a lateral adjustment of the axle box is intended On light railway rolling stock
and on branch lines, very perfect adjustable axles can be arranged with this
construction
In the accompanying sheet of drawings there are shewn as examples illustrative
of this part of the invention, several sections of tyres of the kind described above.
In Fig 1 the section of tyre is step shaped, and is formed as follows.-The piece a b
is cylindrical, and treads at about the point a when the vehicle is moving on a
straight line on the rail S. The piece a c is a gradual curve rising from a towards c,
and c d is a slightly arched piece, which when the vehicle is moving on a curve,
runs on the rail S. With this kind of wheel tyres the leading wheel runs on a
curve on the outer rail on its larger diameter, while the other wheel of the front
axle with its smaller diameter runs on the inner rail. The axle must, therefore,
place itself radially, while on a straight road both axles run on the cylindrical part
of their tyres.
In figure 2 the same conditions hold good as for figure 1, only with the
alteration that the part c d is cylindrical and the step at a c runs into two
cylindrical surfaces.
In Fig 3 the same conditions obtain as in figure 1, only with the difference that
the part c d is not conical, and at the side of the conical part of the tyre on the
right hand side, a second step bac is arranged, which joins the straight parts by
means of easy curves. In this arrangement the part c d comes into action earlier
than in the figures 1 and 2.
The tyre sections, as described in Figs 1, 2, and 3, can be altered according to
Fig 4 in such a manner that the end c of the step is placed close to d, thus producing
a sudden change in the surface of the tyre.
Figs 5 to 7 represent an axle A in which the tyres of the wheels R are cylindrical,
while the tyres on the wheels R¹ are provided in Fig 5 with the broken surface, and
in the Fig 7 with the stepped surface of the tyre section. The diameter of the
cylindrical part of the wheel R is equal to the diameter of the cylindrical part a b
of the wheel R¹
Fig 6 shews the same arrangement, with the difference that the wheel tyre R' is
conical and the diameter of the cylindrical wheel R is equal to the mean diameter
of the wheel R¹.
Wheel tyres of the construction above described may also be used with advantage
for fixed axles, since their tendency to place themselves in a radial position
materially reduces the wear and tear on the rails and wheel tyres.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed
by the said Frederick John Brougham in the Patent Office on the 28th June
1884.
FREDERICK JOHN BROUGHAM of 46 Lincolns Inn Fields, in the County of
Middlesex IMPROVEMENTS IN RAILWAY ROLLING STOCK AND WHEEL TYRES
(A communication from Gesellschaft für Verwerthung von Erfindungen im
Eisenbahnwesen, of Berlin, in the Empire of Germany)
This invention relates to improvements in railway rolling stock and wheel tyres
and has for its principal object to secure by arrangements which will be described
hereafter, the proper radial position of the axles of carriages with two axles, and
the end axles of carriages with three axles; and of locomotives.
In Figures 1 to 14 is represented how the object of the invention is attained in
the non-coupled axles of locomotives, or in carriages with two or three axles by
means of wedge bearings or slot bearings.
In Figures 15 to 17 is shewn an arrangement of balanced suspended wheel frame
which cin, by means of 4 corner rollers, swing round a central pin and in which
the carriage springs are connected by means of suspending links directly to the
roller arms
In Figures 18 and 19 is shewn, applied to a two axled carriage without swivel
fraine, an arrangement by which the axle frame is adjustable by means of two cross
levers connected by means of a link.
In Figures 20 to 27 the adjustability of the axles is obtained by means of side
play in the axle boxes.
In Figures 28 to 32 an arrangement is represented for radially adjusting the axles
of carriages running on grooved rails, it being adapted to street tram-cars.
Figures 33 to 39 represent wheel tyre sections of peculiar construction and their
use in connection with wheel tyres of ordinary section, on the same axle, which
may either be fixed or adjustable.
I will now proceed to describe the improvements with reference to the drawings.
The wheel frame is represented as a loaded one in Figures 1 to 6 for locomotives,
and as non-loaded or suspended in Figures 7 to 14 for the axles of 2 or 3 axle
carriages.
The
The locomotive axle a shewn in Figures 1 to 4 in side elevation, plan, and
2 cross sections is carried in the wheel frame d. d in the ordinary manner.
closed axle boxes can slide up and down in the horn plates c following the vibration
of the springs K. This whole frame turns on a central pin f fixed to the locomotive
frame e and the bearing block h can slide laterally to the extent indicated at g. g.
The weight of the locomotive resting upon this moveable wheel frame is transmitted
to the wedge bearings i. i. The two bearing surfaces l. l and m. m of each of these
wedge bearings (see Figures 5 and 6) intersect on the centre line x. x. and have the
same inclination. In addition to this the upper part of each of these wedge bearings
is guided between vertical faces s. s and s. s¹ of the lower part and these faces are
set at about 45 degrees to the longitudinal axis of the locomotive, diverging towards
the centre of the engine.
The wedge bearings i. i, the pin f and the spaces g. g permit the locomotive axle
on rounding curves to make a side movement in addition to the radial motion and
the former not only serves to complete and perfect the latter, but it also induces
the following fixed axle to deviate from the inner line of rails in a proportionate
degree. Since the wheel frame d is fully guided by the wedge bearings i. i the
central pin serves only to connect the moveable frame with the frame of the

page_text: engine. The inclined faces l. 7 and m. m of the two guide bearings i. i already give
to the axle a tendency to maintain its middle position, and therefore ensure
a comparatively safe position on a straight road; while the vertical guide
surfaces s. s and s¹. 81 in consequence of their inclination entirely obviate side
oscillation of the vehicle. If it be desirable to maintain the quiet running of the
wheel frame when applied to the leading axle of a three axled locomotive, especially
on curves of medium radius, occurring on main lines, the inclined wedge bearing
faces 1. and m. m should not exceed the angle of friction and the friction in each
of these bearings should be about equal or very slightly greater than the sliding
friction between the rail and wheel.
For this purpose either circular discs c as shewn in figure 2 or flat springs p. pas
shewn in Fig: 4 are introduced, to increase the necessary friction in the wedge
bearings. If the wheel frame is suspended as shewn in Figs: 7 to 16 slotted
bearings ffas shewn in figures 11 to 14 are used in place of the wedge bearings
previously described. These slot bearings guide the frame, the load of the carriage
being transmitted direct by means of the suspended carriage springs to the axle
bearings. These slot bearings ff which are placed similarly to the wedge bearings
consist of a pin z fixed above the axle centre, and to the longitudinal girder of the
carriage (see Figs 13 and 14) this pin enters a slot in the plate i which is fixed to
the wheel frame s s Figures 9 and 10 represent a three axled carriage, the
front aud hind axles provided with slot bearings f. f while the central axle is
longitudinally adjustable. For the purpose of utilising the capacity of the central
axle for guiding the others, connecting rods r. r. can be used with advantage for
connecting the three frames. If for instance the radial adjustments of the front
and bind axles should be five eighths of an inch, the side motion of these axles in
comparison to the carriage is the same amount. Under these circumstances the
central frame of a three axle carriage only has half the lateral notion as compared
to the carriages of the systems hitherto in use with pivotted end frames; and it is
therefore not necessary to use rollers in this case, since suspended springs, moveable
sideways, are sufficient. In cases where the suspended and balanced end frames of
three axled carriages are provided with a central pin very considerable improve-
ment in the radial adjustment of these frames is introduced by the arrangement
represented in Figures 15 to 17. On the frames S of the two end axles are fixed
in the four corners horizontal brackets b which at their outer end carry each a pin d
placed in such a position that its centre line is radial to the centre 2 of the frame S.
Upon each of these pins d a roller is placed capable of rotating freely, and running
upon a divided or inclined surface plate a fixed on the underside of the longitudinal
carriage frame g. To the arms 6 are attached the spring suspenders. The end
frames S¹ are in this case also connected with the centre frame in the manner shown
in Figure 10. In place of the rollers on the central frame, as well as those on the
end frames, the closed system known as Roberts parallel motion may be used with
advantage since under these circumstances only a support for the spring carriers
that can be moved with considerable force, especially in the central frame, is
obtained. In Figures 18 and 19 is represented an arrangement in which the radial
adjustment of the axles of a two wheeled railway carriage is effected by two
Tshaped cross levers b c c pivotted each on a vertical pin a and connected at the
ends of the legs b by means of a link d while the four ends cccc are coupled by
means of connecting rods e to the axle boxes. For the greater safety of these cross
levers against vertical forces the ends c are suspended by links from the carriage
frames.
It is sometimes convenient to make the axles of two axled or the end axle of
three axled carriages adjustable by giving them one-sided play in their horn-plates
in such a manner that all axle boxes have play towards the buffer beam, but have
a fixed bearing towards the carriage centre. Fig 25 shews in plan such an
arrangement. The arrow indicates the direction towards the centre of the carriage.
The axle boxes a rest in this direction firmly against the horn plates, while, in the
opposite direction, they have considerable play in the spaces marked e. If an axle

page_text: with this arrangement leads, it will work on a straight road perfectly supported
and when it runs from the straight into a curve, it cannot assume a position
opposite to the radial one.
With the hind axle, which has play in its horn plate towards the buffer plate,
the radial position will be immediately assumed on entering a curve since the inner
axle box takes its bearing against the axle box framing towards the centre,
while the outer axle box has free play to the extent of the space e towards the
buffer beam. This adjustment can be transmitted in two axled carriages (Figs 20
and 21) by means of connecting rods acting independently of each other and
attached to each longitudinal side frame of the carriage. The rods c and d which
are connected to the axle boxes of one side of the carriage are fixed at their free
ends to the ends of the lever F pivotted on its central pin. The action of the
rods CI) can therefore take place on one side of the carriage, while the rods at the
other side of the carriage remain entirely at rest. In the inner curve the inner
axle boxes of both axles will, therefore, take their bearing against their horn plates
towards the carriage centre, while the two outer axle boxes will move out to the
full extent of the play indicated at e.
In Figs 22 to 24 the two end axles A and C of a three axled carriage are shown
similar to the axles of a two axled carriage with the one sided play af the axle
boxes in their frames, while the central axle B has play g. g in its longitudinal
direction, so that it can shift laterally while on curves, and the side motion is
facilitated by the carrying springs t being hung from the pivotted lever arms w
(see Figures 26 and 27). Upon each of these arms there runs a roller 7 resting
against a face fixed under the longitudinal bearing corresponding arms u on
the two sides of the carriage are connected together at their outer arms by means
of the rods s. To enable the lateral motion of the central axle B when on curves
to be transmitted to the end axles C and A with one sided play the arms u are
constructed of bell crank shape. The free end w of this bell crank lever (see
Fig: 27) is attached to the connecting rod S¹ which at the other end is connected
to the axle box. When the central axle B shifts in a curve the bell crank
levers uw at the outer side of the curve receive through the slight rolling
motion of the roller r a short angular motion and consequently the rods s¹ shift
the outer axle box A towards the buffer plate, while the inner axle boxes
remain supported in their horn plates. To prevent the rollers r on the inner side
of the curve from transmitting any motion by means of the bell crank levers u w
upon the rods 81 and to the inner axle boxes the rods are at the points where
they are coupled to lever w provided with slots (see Fig: 27) in consequence
of which a lateral notion of the central axis has an effect only upon the outer
axle boxes when running on a curve, while the inner axle boxes remain resting
against their bearings. The radial adjustment of the axles is therefore produced
through the axle turning round one of its bearings.
In Figs 28 to 32 an arrangement of train car axles is illustrated. This
arrangement is shown half in elevation and half in longitudinal section in Fig 28,
in plan in Fig 29, and in Figs 30 to 32 in cross sections on the lines u w and x z
through the under frame of the carriage. There is provided a central axle B
(called the independent adjustable axle) and the two swinging frames D D¹
carrying the axles A and A¹. Upon the central axle B is a wheel b which runs
loose and is pressed on to the grooved rail by means of a weak coil spring c so as
to avoid the possibility of its jumping when moving at high speeds. This central
asle B is guided at one end through a pin d which passes through a long slot in
the axle, and at the other end by a closed fork f which slides in a guide plate g
fixed to the under frame. To eyes h and h¹ attached at the upper part of the fork
are coupled the usual conuecting rods . " which with their other ends are
connected to the swinging frames. These rods may be replaced by other suitable
mechanism.
Since the wheel b which runs loose on the central axis B is almost without any
load the friction between the wheels and rail is less than that of the axle in its

page_text: guide g when the connecting rods are fixed to the upper parts of the forked
eyes and h¹.. This considerably increases the frictional resistance on the
horizontal guides of the fork f as soon as the wheel b influences the adjustable
axles A and A¹. The central axis B acts upon the adjustable axles A and A' by
the flange of the small wheel b bearing against one of the flanges of the grooved
rail. This bearing always takes place in crossings in consequence of the frictional
conditions between the rail and the wheel b on one side, and the guide g and fork f
on the other side, on that side of the rail which is not interrupted; and this
condition ensures the proper position for the adjustable axles and the passage of the
vehicle over the crossing.
The carriage wheels represented in Figures 28 to 30 may be either fixed or loose
upon their respective axles, as shewn in Fig 32. The brake gear is attached to the
swing frames.
The axles of railway vehicles may have radial adjustment when running on
curves by suitably shaping the sections of the wheels tyres as illustrated in Figs 33
to 36. On carriages with two axles the arrangement may be made that of the two
wheels running on the same rail, one may have ordinary cylindrical tyres, while
the other has conical tyres of a section or wheels with tyres both conically shaped
may run on the saine rail. For carriages with three axles the central axle should
have plain cylindrical tyres while the front and hind axles are arranged as those
in two axle carriages. The tyre sections, hereinafter described, are especially
adapted to such adjustable axles in which only a lateral adjustment of the axle
box is intended. On light railway rolling stock and on branch lines, very perfect
adjustable axles can be arranged with this construction.
In Fig 33 the section is step-shaped and is formed as follows:-The piece a. b is
cylindrical, and treads at about the point "a" when the vehicle is moving on a
straight line on the rail s. The piece a, c is a gradual curve, rising from <
towards c and c d is a slightly arched piece which, when the vehicle is moving on
a curve runs on the rail s. With this kind of wheel tyres the leading wheel runs
on a curve on the outer rail on its larger diameter, while the other wheel of the
front axle with its smaller diameter runs on the inner rail. The axle must,
therefore, place itself radially, while on a straight road both axles run on the
cylindrical part of their tyres. The hind wheel of the carriage runs against the
inner rail, and the inner wheel, running on its largest diameter will lead until the
outer wheel of the hind axle runs against the outer rail, when the hind axle also
is adjusted to its radial position.
It is, therefore, possible with this construction that each axle as long as it has
the necessary play on its bearing, will adjust itself radially either in the under
frame or in the horn plate.
In Figure 34 the same conditions hold good as for Figure 33, only with the
alteration that the part c d is cylindrical and the step at a. c runs into 'two
cylindrical surfaces.
In Figure 35 the same conditions obtain as for Figure 33, only with the
difference that the part c d is conical, and at the side of the conical part of the
tyre on the right hand side, a second step b. a. c is arranged which joins the flange
by means of easy curves.
In this arrangement the part c d comes into action earlier than in the Figures 33
and 34.
The tyre sections as described in Figures 33, 34 and 35 can be altered according
to Fig 36 in such a manner that the end c of the step is placed close to d thus
producing a sudden change or angle in the surface of the tyre.
Figures 37 to 39 represent an axle A in which the tyres of the wheels "R" are
cylindrical while the tyres on the wheel R¹ are provided in Figure 37 with the
broken surface or angle and in Figure 39 with the stepped surface of the tyre
section. The diameter of the cylindrical part of the wheel "R," is equal to the
diameter of the cylindrical part a, b of the wheel R¹

page_text: Figure 38 shows the same arrangement with the difference that the wheel tyre R¹
is conical and the diameter of the cylindrical wheel R is equal to the diameter of
the running part of the wheel R¹.
+
Wheel tyres of the construction above described may also be used with advantage
for fixed axles, since their tendency to place themselves in a radial position is
increased and the wear and tear on rails and wheel tyres is materially reduced.
The advantages above described referring to the radial position will be gained in
the same degree as the given play in the axle bearings is larger or smaller, and in
so far as the object is to reduce wear and tear as the running surface between wheel
and rail becomes wider and takes place in different parts of their surfaces.
Having now particularly described and ascertained the nature of the said
invention and in what manner the same is to be performed, I declare that what I
claim is:-
1. Arranging the wheel frames of locomotive axles and two and three axled
carriages to swing round the centre of the axle in such a manner that their radial
positions on curves are produced by forced lateral movements of the frames d
(Figures 1 to 4) or S S (Figures 7 to 10) the said movements being limited by the
frame bearers i. i (Figures 1 to 4) placed at about 90 degrees to each other and by
the arrangement of guides f. f (Figures 7 to 10) substantially as described and
illustrated.
2. In combination with the arrangement for locomotive axles and carriages, referred
to in the previous claim the use of wedge bearings i. i (Figures 1 to 4) on the
loaded wheel frames with or without the disc springs o or bar springs p applied to
the pivot f to increase the friction substantially as described and illustrated.
3. In combinations with the arrangements for locomotive axles and carriages
referred to in the first claim the use of slotted bearings ifz (Figures 11 and 12)
for guiding the suspended frames substantially as described and illustrated
4. In suspended frames swinging upon a central pivot, the use of rollers fixed
upon pins & placed radially to the centre 2 and in combination with carrying
springs connected with the arms b substantially as shown in and described with
reference to Figs 15 and 17.
5. The arrangement of cross levers a b c c linked together at d and connected at
their suspended ends c c by the rods ee which latter in case of a two-axled
carriage are connected to the axle boxes for the purpose of radially adjusting the
axles substantially as shewn in and described with reference to Figures 18 and 19.
6. Providing adjustable axles in axle boxes with one sided play in such a manner
that when entering a curve only those axle boxes are capable of motion in the
direction of the nearest buffer plate which run upon the outer rail of the curve
while the two other axle boxes form the point round which the outer axle boxes
swing substantially as described with reference to and shewn in Figures 20 to 25.
7. In three axled carriages in which the end axles are arranged as described in
claim 6 connecting the axle boxes of these end axles by means of rods &¹ and bell
cranked levers w w with rollers r which through lateral motion of the central axis
receive rotary motion substantially as described with reference to and shewn in
Figures 22 to 27.
8. Effecting the radial adjustment of the two axles of a street tram car by the
arrangement of a non-rotating central axle B provided at one end with a loose
wheel band at the other end with an open or closed fork guided in a plate g in
such manner that the adjustment of the middle axle in a lateral direction can only
be produced by pressure of the flange of wheel b against the flange of the non-
interrupted rail in a switch substantially as shown in and described with reference
to Figs 28 to 32.
9. The use in combination of the pin d passing through a slot in the axle B which
is guided at one end and a weak spiral spring c which prevents the jumping of the
non-loaded axle B substantially as described with reference to and shewn in
Fios 28. 29 and 31.

page_text: 10. The use of the wheel tyre sections with steps or angles in the section of their
cylindrical surface substantially as described with reference to Figs 33 to 36 and
for the purposes specified.
11. The use of wheels provided with tyres of different sections on the same axle
both for adjustable axles and fixed axles (See Figures 37 to 39) substantially as
described with reference to Figs 37 and 39 and for the purposes specified.
In witness whereof I the said Frederick John Brougham have hereunto set my
hand and seal this twenty-eighth day of June in the year of Our Lord one
thousand eight hundred and eighty-four
T T PRATICAM
ㅍJ.
T
DD
ROUGH
(1.C.)