IMPROVEMENTS IN RAILWAY CAR AXLES
Year: 1876

page_text: LETTERS PATENT to Charles Barlow, of 23, Southampton Buildings, London,
W.C., Patent Agent, for the Invention of "IMPROVEMENTS IN RAILWAY CAR
AXLES." A communication from abroad by Theron Solymon Eugene Dixon,
of the City of Chicago, in the County of Cooke and State of Illinois, in the
United States of America.
Sealed the 4th July 1876, and dated the 7th January 1876.
COMPLETE SPECIFICATION filed by the said Charles Barlow at the Office of
the Commissioners of Patents on the 7th January 1876.
CHARLES BARLOW, of 23, Southampton Buildings, London, W.C., Patent Agent.
"IMPROVEMENTS IN RAILWAY CAR AXLES." A communication to me from abroad
by Theron Solymon Eugene Dixon, of the City of Chicago, in the County of Cooke
and State of Illinois, in the United States of America.
The object of my Invention is to furnish a railway car axle, simply and cheaply
constructed, which shall revolve as in the present system, but upon which the
wheels are loosely mounted, so as to avoid the torsion or twisting and slipping
occasioned by running on a curve or irregularity of the track, or whith wheels of
unequal size, but so adjusted that the wheels shall turn on the axle only sufficiently
to accomplish this purpose, thus avoiding the great friction and wear upon the
shoulder otherwise incident to a loose wheel, that is, an axle so constructed as to
combine the advantages of the loose wheel and of the present revolving axle, with
none of the peculiar disadvantages of either, and also so constructed that in case of.
the breakage of the wheel another may be readily substituted away from the shop,
and without the use of the hydraulic press.
With this object in view my Invention consists in forming near each end of the
axle, by forging or otherwise, in the simplest possible manner, a bearing larger
than those at the ends, upon which the wheel is slipped till it strikes a shoulder
raised around the inner end of the bearing, and is retained in in place by a nut or
cap screwed upon the axle till it strikes against the wheel. Thus constructed, when
there is no irregularity in either the wheel or the track, the wheels, in obedience to

page_text: the mechanical law that a wheel free to move on either of two bearings, one larger
than the other, will always turn upon the smaller bearing, will not turn on the
axle, but wheels and axle will turn together, on the smaller bearings at the ends in
the oil boxes; but when a curve or other irregularity is encountered, while the
same motion of the axle is maintained, one or both of the wheels will turn on the
axle just sufficiently to overcome the irregularity, instead of slipping on the
track, as when fastened rigidly to the axle, and obviously with a great saving
of draft and wear upon the wheels and track, and without crystallization of the
axle.
The advantages of having both the wheels loose is that in turning a curve, while
one of the wheels is pressed by the track so as to hug the axle tightly at the
bearing, the other is left free to turn easily, and in case of accident with my
simple mode of attachment either wheel may be readily replaced. The wheel is
constructed with a hub projecting upon either or both sides, so as to give a larger
bearing surface, and the better to resist the effect of blows and concussions.
If preferred a box of suitable metal may be inserted between the wheel and axle,
and fastened to either, and washers may also be used, but the motion on the bearings
is so slight that I deem them unecessary.
The nut or cap extends from the wheel down, if preferred, near to the inner end of
the outer bearing of the axle, and one or more holes or grooves run diagonally
through it or the axle, as preferred, from the oil box to the wheel. The oil escaping
along the axle from the oil box is carried through these passages to the wheel by
the revolution of the axle in obedience to the law of centrifugal motion. The nut
is prevented from unscrewing by attaching it firmly to the axle by a screw bolt or
other means.
In the Figures of the Drawings, which are sectional views showing the con-
struction of the parts and their combination, A is the axle, having the usual outer
bearing E, and an enlarged inner bearing C, if preferred, of double the diameter of
the outer bearing, and of suitable length to fit the hub of the wheel. D is a rim
or shoulder at the inner end of the inner bearing C, with an elevation, if preferred,
of half or three-quarters of an inch. B is the wheel turning freely upon the
bearing C, and held in place by a nut or cap F, which is screwed upon the axle,
and prevented from turning by screw or bolt passing through its sides into the
axle A. If preferred the ends of the hub of the wheel may be grooved out, so as to
fit over either or both the shoulder D and the nut or cap F. G is an oil passage
running diagonally through the nut or axle, or both, from a point on the axle near
the inner end of the outer bearing E to the bearing C. The elevated shoulder D
and also the bearing C are of greater diameter than the body of the axle, thus with
the least weight of iron giving the greatest strength to the axle at the point where
fracture usually takes place, and the better enabling it to resist the effect of blows
and concussions coming through the wheel.
I am aware that axles with loose wheels, and with double bearings of different
sizes, have long been known for various purposes, but for want of proper adaptation
they have never come into successful use in railway service.
Having described my Invention, I wish to have it understood that I do not
confine myself to the exact details shown and described, as the same may vary.
without departing from the peculiar nature of the said Invention, but what I do.
claim is,
Firstly. A railway car axle, constructed substantially as herein-before described.
and shown in the annexed Drawings.
Secondly. The railway car axle A, having an elevated rim or shoulder D, an.
inner bearing C of greater diameter than the body of the axle, and a smaller outer
bearing E, as set forth.
Thirdly. The railway car axle A, having an elevated rim or shoulder D, larger
bearing C, and smaller bearing E, and provided with the oil passages, as set
forth

page_text: Fourthly. The combination of the loose wheel B, revolving axle A, and nut or
cap F, having in connection therewith the oil passages G, all substantially as and
for the purposes set forth.
In witness whereof, I, the said Charles Barlow, have hereunto set my hand
and seal, this Third day of January, in the year of our Lord One thousand
eight hundred and seventy-six.
CHARLES BARLOW. (Ls.)