IMPROVEMENTS IN RAILWAY CARRIAGE TRUCKS AND AXLE BOXES."
Year: 1874

page_text: LETTERS PATENT to George Haseltine, of the "International Patent
Office," Southampton Buildings, London, Doctor of Laws, for the
Invention of "IMPROVEMENTS IN RAILWAY CARRIAGE TRUCKS AND AXLE
BOXES." A communication from abroad by Aaron Higley, of Cleve-
-
land Ohio United States of Amonine
COMPLETE SPECIFICATION filed by the said George Haseltine at
the Office of the Commissioners of Patents, with his Petition and
Declaration, on the 4th June 1874, pursuant to the 9th Section
of the Patent Law Amendment Act, 1852.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, GEORGE
HASELTINE, of the "International Patent Office," Southampton
Buildings, London, Doctor of Laws, send greeting.
WHEREAS I am in possession of an Invention for "IMPROVEMENTS IN
RAILWAY CARRIAGE TRUCKS AND AXLE BOXES," and have petitioned Her
Majesty to grant unto me, my executors, administrators, and assigns,

page_text: Her Royal Letters Patent for the same, and have made solemn
Declaration that it has been communicated to me from abroad by Aaron
Higley, of Cleveland, Ohio, United States of America.
NOW KNOW YE, that I, the said George Haseltine, do hereby
declare that the following Complete Specification, under my hand and
seal, fully describes and ascertains the nature of the said Invention, and
in what manner the same is to be performed, in and by the following
statement, reference being had to the accompanying Drawing forming
part of this Specification:-
This Invention has for its object the connection of a railway carriage 1
truck to the carriage body in such a manner that the body of the carriage
when on the track shall have a longitudinal and transverse freedom of
movement, thereby relieving the body of the carriage from sudden shocks
or jolts while in motion, in stopping, and starting. It has also for its
object the prevention of the displacement of the boxes or pedestals in 1
their relation with the frame and axles, and the securing of a swing
motion by means of spring or springs interposed between the body and
truck of the carriage, one end of the said spring being so secured as to
move with the body of the carriage, while the other end of the same
spring is controlled by the truck, allowing the body and truck of the 2
carriage to move one independently of the other.
Another distinguishing feature of these improvements, consists in
Annend in a frame on housing and

page_text: I wiш rst proceed to describe my improvements relating to the
carriage truck.
A represents the wheels of the truck connected with the axles, on
which rest the axle-bearings or housings C; in these housings or cases C
are the friction rollers or rolls herein-after more fully described. At
each end of the boxes C is an arm or projection C', having a recess sunk
in the arm or projection in which rests the bottom of the spring D; F is
a cap or disc resting on the top of the spring D, and having a flange
projecting over the top edge of the said spring, and a hub projecting
into the interior of spring D. On the top of the cap F is placed the
spring G, on which rests the sill or frame A" of the carriage. The top.
of the cap F may or may not have a flange to receive the spring G.
E is a stay post, the top of which is fastened rigidly to the sill of the
carriage, the bottom of the said post being held at a right angle to
the sill of the carriage body by means of the stay brace, which brace is
fastened to the lower end of said post and to the beam or sill of the
carriage body. The spring G and cap F fit snugly around the post E,
there being play enough however to allow them to work up and down
easily. In the projection C¹ there is a hole through which the post E.
passes, the hole being larger than the post to allow the body of the
carriage to swing easily. In the centre of the spring D there is a large
hole, and there is a space é between the spring and the post E, as seen.
in Figure 3, which allows the post to move with the carriage body, the
said post being held in the centre of the top spring D by means of the
cap F.
It will be observed that the top of the spring D is always held in the.
same relative position with the body of the carriage by means of the
cap F and the posts E, the said posts being rigidly fastened to the
carriage body. Also that the bottom of the spring D is always held in the
same relative position with the journal bearings and carriage truck by
means of the recess in the arms C¹, there being space to admit a large.
amount of play between the post E and the sides of the hole in the arm C¹
and the spring D, and by means of the elastic nature of the springs D
the body of the carriage and the truck can move one independently of
the other. By this arrangement ample lateral play is given to secure an
easy and comfortable swing motion to the carriage body.
It will be observed that the spring D and the arm C¹ of the axle boxes,
through which the post passes to the stay brace H, being loosely fitted

page_text: about the post will in consequence allow the frame A¹ or carriage body
a longitudinal and lateral movement, thereby allowing it to sway gently
and easily to the varied end and sidewise movements of the wheels, and
thus relieve the carriage from all violent and sudden shocks while in
motion, and in stopping and starting, and at the same time the elastic
nature of the springs gives to the carriage an easy and gentle support
and a spring to its vertical movement. It also permits the carriage to
pass over the curves of the road with more case and less strain than
carriages of the usual construction.
Having set forth the construction and operation of the said improve-
ments in carriage trucks I will now proceed to describe the axle boxes
or bearings, which consist of friction rollers so arranged within a case as
to form the bearings of the axle journals.
I am aware that friction rollers have been already used for journal
bearings, and these I do not claim, but what distinguishes my improve-
ments is the interlapping of the said rolls or rollers, and their arrangement
in a frame or case, thereby forming a boss or bearing for the axle
journals, by which there are two points of bearing for the axle upon one
side and one point upon the other, which throw an equal weight or
bearing upon the journals of the rollers, and at the same time cause less
friction upon the axle journals than in the ordinary way.
In Figure 5 A¹ represents the sill or frame of the truck, to the under
side of which is connected the journal box or case C, with interposed
rubber springs, which may be arranged as shewn in Figures 1 and 2, or
as in Figure 5, and on which the sills rest. The case C is so constructed
that one side and the bottom can be removed for the admission of the
friction rollers B, B¹, which, as will be seen in Figure 6, are arranged
transversely in the said box. The journals of the said rollers have their
bearings in the sides of the box or case extending through into the
projections or bosses I.
It will be observed that the roller B¹ is double or formed of two rolls
upon one shaft, and so arranged on the shaft that they have a space
between them into which the roller B is received, as shown in Figure 6.
In Figures 6 and 7 J is the carriage axle, upon which rest the rollers
B, B, the said rolls being the bearing or box of the axle journal. The
weight and friction are equally distributed upon the journals of the said

page_text: Seventh. The interlapping friction rolls or rollers in combination with
the shaft or axle journals as and for the purpose set forth.
In witness whereof, I, the said George Haseltine, have hereunto
set my hand and seal, this Third day of June, in the year
of our Lord One thousand eight hundred and seventy-four.
GEORGE HASELTINE. (L.S.)
Witness,
H. J. NOONE,
8, Southampton Buildings,
London.
'