OBTAINING SLIDING SURFACES BY THE INTERPOSITION AND CIRCULATION OF A LIQUID OR GASEOUS FLUID BETWEEN THE FRICTIONAL SURFACES
Year: 1865

page_text: LETTERS PATENT to Louis Dominique Girard, of Faubourg Poisson-
nière, Paris, in the Empire of France, for the Invention of "OBTAINING
SLIDING SURFACES BY THE INTERPOSITION AND CIRCULATION OF A LIQUID OR
GASEOUS FLUID BETWEEN THE FRICTIONAL SURFACES."
COMPLETE SPECIFICATION filed by the said Louis Dominique Girard
at the Office of the Commissioners of Patents, with his Petition and
Declaration, on the 21st October 1865, pursuant to the 9th Section of
the Patent Law Amendment Act, 1852.
TO ALL TO WHOM THESE PRESENTS SHALL COME, 1, LOUIS
DOMINIQUE GIRARD, of Faubourg, Poissonnière, Paris, in the Empire of
France, send greeting.
WHEREAS I am in possession of an Invention for obtaining sliding
surfaces by the interposition and circulation of a liquid or gaseous fluid
between the frictional surfaces, and have petitioned Her Majesty to grant
unto me, my executors, administrators, and assigns, Her Royal Letters
Patent for the same, and have made solemn Declaration that I am the first
and true Inventor thereof.
NOW KNOW YE, that I, the said Louis Dominique Girard, 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 saine is to be performed, in and by the following statement,"

page_text: reference being had to the Drawings hereto anne ed, and to the figures
and letters marked thereon, that is to say:-
The principle on which this Invention is based is the interposition at a
suitable pressure of a gaseous or liquid fluid between the surfaces sliding
in contact. But this principle, to be applicable to all sliding surfaces,
such as sliding railways and axles and bearings, requires improved
apparatus, which are the subject of the Invention for which I now solicit
Letters Patent For the sliding surfaces of railways I employ rails of a
certain length, with a compensator at about every one hundred yards to
obviate the effects of dilatation or expansion without being subject to a
break of continuity, which would be a cause of loss of liquid or gaseous
fluid. The ends of each one hundred yards' length of rails to be joined
by the compensator are cut on the bevel at an angle of about forty-five
degrees, which give ninety degrees to the angle formed by the two
extremities of the rails to be joined, but this angle may be more or less
varied. These two bevilled ends of the rails are jointed together by a
brace or compensating wedge, adjusted groove-wise so as to slide in such
a manner that the surfaces in contact form at their upper surface a
perfectly even surface, and so that the sliders fixed under the carriages can
pass over it without difficulty. A spring is employed, and continually
pushes the wedge against the two inclined faces of the rails, so as to
permit the two rails that it unites to contract or expand with the variation
of the temperature without danger. When the temperature of the two rails
is raised, they both push the inclined face of the wedge, which is pushed
back, when, on the contrary, the rails contract, the spring acts on the
wedge and causes it to advance to fill up the space. The wedge would
only require to have a movement perpendicular to the line of the road or
if the two extremities of the rails that it unites expanded equally, but
way
it may happen that one will expand more than the other, it is therefore
necessary that the wedge should move in the direction of the line or way,
otherwise the wedge would form arcs, which is avoided by leaving the
wedge free to move in the direction of the line.
In Sheet I which shews this new arrangement, it can be seen the way
in which the effects above described are produced. It can also be seen
that when the slider passes over the compensating point, it is held by a
counter cheek, conveniently set in a slot formed by the side extremity of
the two rails and by the two angle pieces cast on the foundation plate,
there is only the necessary play between the counter chrek and the
cheeks of the rails. The slider will thus be suitably guided, notwith-

page_text: tanding the two breaks of continuity otherwise necessary for
engthening of the rails.
the
I will now proceed to describe in detail the new mode of constructing
the sliding road or way. It is necessary that the rails should be free, all
being properly supported to move on supports, so as to be able to follow
the effects of expansion, and it is also necessary to have a certain means of
regulating the way in order to maintain it as level as possible, which is a
necessary condition for a minimum consumption of water; it is also
necessary that the two sides of the line should be kept parallel, in order to
diminish as much as possible the play between the flanges of the rails and
the sliders of the carriages, which will permit the injector of propulsion to
be very near the rectilinear turbine, so as to obtain the best possible
To obtain the above-stated
effect from the motive force of the water.
three results, the supports or bearers are placed more or less close together,
say a yard apart; each bearing is traversed by a tie bolt, uniting the two
rails of one line, and keeps them apart. The face of the bearings which
rests on the ground is cut out into squares in such a manner as to prevent
them being displaced from the effects of accidental side pressure, which
would rarely occur in the straight lines, but would occur in the curves
from the effect of the centrifugal force. The upper extremities of the
improved bearings of the rails are planed to form inclines, and by means
of capped wedges the line can be raised momentarily by merely releasing
the tie bolt and moving forward the wedge, which can then be held in its
new position by screwing up the nuts of the tie bolts. The longitudinal
projecting parts or ribs of the rails resting on the said wedges are planed,
and are thus enabled to slide easily on the wedges; the lateral parts of
these ribs are also planed to the same diameter as the length of the
bearings, also planed at each end in such a manner that the capped wedges,
fixed firmly on the two extremities of the bearings, will maintain the rails
in an invariable position in a lateral direction. And in order not to press
the rail too much, or to obstruct its movement at the moment of its
expansion or contraction, a little play is given to the cheek of the capped
wedge that holds the rail. It will thus be seen that by means of the tie
bolt and capped wedge the following results are obtained-First,
the line can be raised at will; secondly, the rails are enabled to move
so as to allow for expansion or contraction; thirdly, the two rails of a
I would here observe that when the capped
line are firmly held apart.
wedge becomes insufficient to prevent a very great deformation of the
line, such as occurs in embankments, the rails must be taken up (which is

page_text: easily done), so that a little cement can be put under the bearings over a
surface a little wider than the base of the litter, and this matter, having the
property of quickly hardening, will enable the operation to be performed
without hindrance to the regular running of the trains. It has been seen
by the preceding description that the principal difficulties to be surmounted
to obtain a sliding way were, to avoid all breaking of continuity between
the rails of the line of way, which permits a diminution of the quantity of
water necessary to cause the sliding of the sliders on the metal rails.
I will now describe my new arrangement of sliding bearings, so as to
make the Iuvention applicable to machinery in general, but will first describe
a special arrangement for the application of the principle to the plummer
blocks or bearings of the screw carrier of an armour plated frigate of one hun-
dred horse-power. The concave surface of the sliding bearing contains only
three principal compartments, leaving wide ribs or entirely full flat surfaces
between them, which will easily serve to support the axles in case of a defi-
ciency of water. By means of these three compartments I am able to obtain
the equilibrium. The middle compartment receives the water direct from
the force pump, the pressure is greater in the middle than in the side
compartments, and should be so much greater on account of having to
equilibrate the side pressure whatever it may be. The water on its way
to the two adjoining compartments passes between the surfaces of the
shafts and the lower ribs; but to assist the raising at the commencement of
the forcing back of the water a chaunel is made across the said ribs, which
puts the two side compartments in communication with the centre com-
partment, but this communication takes place only on the rising of the
shafts or axles The raising surface being thus increased, the pressure of
the water, which becomes equal in the three compartments, serves to raise
the shaft, and the carrying surfaces becoming to a certain extent raising
surfaces, the water in the side compartments no longer requires to have the
Eame pressure as that in the middle compartment, and this difference, as
berein-before stated, serves to bring the shaft or axle back to its original
position in case of side pressure. For instance, let it be supposed that an
outer force tends to push the axle out of its normal position. From the
side pushed against the axle will touch the carrying surface, and the water
being between this surface and that of the shaft or axle in the capillary
state will not be able to escape from that side, the compartment at this side
will then be in communication with the middle compartment, and the
pressure will be increased and tend to bring the axle back to its ordinary
position. On the other side the opposite action will take place; the

page_text: space left between the surface of the shaft and the carrying surface
not being in the capillary state will freely give passage to the water, and the
pressure on this side of the lateral compartment will assist in bringing the
axle back to its proper position. These two effects are simultaneous, there
are, therefore, two causes for bringing back the axle momentarily displaced
by a side pressure. It will be seen from the preceding description that if
a lateral pressure were to be kept up and become continuous, the equi-
librium could be maintained in this state without friction on the carrying
surfaces. There would simply be a greater pressure in one of the lateral
compartments than in the other, and the shaft would be thus supported
from the fact of this pressure being always in a sliding state. I will here
observe, however, that the application of the sliding bearing to the screw
carriers of steam ships is more easy by reason of the diameter of thi
carrier and its length giving a very large surface to the bearings, by which
only an average pressure of from six to seven atmospheres is required to
raise the shaft. When the application of the principle requires that the
expense should be very small, as for the axles of railway and other
carriages, and for the machinery employed in manufactories, I modify the
bearing as shown by adding stuffing boxes to each extremity of the bearing
on its circular part. Other joints are also made by stuffing boxes being
placed longitudinally at each side of the axle and parallel to it, these two
last enable me to tighten up the joints in case of side wear. For this
purpose I place the said stuffing boxes a little under the axis of the shaft
in such a manner that in screwing them up to make the joint the stuffing
box comes against the surface of the axle to compensate for the wear
serving also to keep the said axle in its ordinary position. It is now
necessary to adapt the sliding bearing, which can be made of brass or
of cast iron, so that it may be easily taken up, even in case
the shaft should carry at each side of the plummer block the gearing
and fly wheel for transmitting motion. To effect this object I make
the bearing of the circular form concentric to its interior face, so as
to bring it under the axle whilst turning round it. There will, therefore,
only be the weight of the axle or shaft and the parts it carries to support
to put the said bearing in position. This precaution is the more necessary
from the fact that in practice it is essential to avoid as much loss of time.
To regulate the bearing in order that it may lie in a suitable manner against
the surface of the axle, I employ two rules which traverse the bracket and
are fitted in the lower part of the bearing, which being supported by the
said rules are placed at suitable distances apart to prevent the axle bending.

page_text: These rules also prevent the bearing being displaced in the direction of
rotation and in a direction parallel to the shaft, as they are sunk in the
thickness of the bearing. At the upper part of this latter, and on each
side parallel to the shaft, a plate is placed in a vertical direction to guide
it when the keys cause it to descend or ascend to regulate its position, and
on these two surfaces is adapted an iron wedge cast on the bracket and
on the said bearing to keep it firm and prevent it having either a circular
or straight movement, and assisting the two keys to insure its stability.
The two wedges in question carry a collar held simply by the top part of
the bracket, or they can, if preferred, be fixed on the bracket itself by
screws. The feeding of the improved bracket is effected by means of a
tube of small dimensions, so that in case of a shock occurring, which would
tend to raise the axle, the fluid could only escape in very small quantities,
which would not prevent the good effects of the raising, for as soon as the
shaft retakes its ordinary position it will be immediately supported by the
water, the small consumption of water permitting the keeping up of regular
pressure in the air receiver.
In order that my Invention may be better understood I will proceed to
describe the Drawings hereto aunexed, in which the same letters of
reference represent similar parts.
DESCRIPTION OF THE DRAWINGS..
Sheet 1, compensating railway sliding rail.
Figure 1 shews the compensator and the two rails that it unites. These
rails carry the projections or ears S, S, S, S, which butt against the foun-
dation plate P; C, compensating wedge, adjusted to slide into the adjacent
rails; D, cast-iron counter check adjusted; R, spring keeping the wedge
always in contact with the rails; E, angle pieces cast on the foundation
plate and serving to hold the counter cheek. These rails are provided with
projections S, S, S, S, which strike against the foundation plate. Figure 2
is a section of the foundation plate and rails. It will be seen that these
rails are adjusted by dovetailing them into the said plates. Figure 3
represents a transverse section through the axis of the foundation plate
and through the axis of the compensating wedge; Figure 4 shews
the end view of a bearing in which the wedge is fixed; C, wedge
provided with the groove R, which allows it to move right or left; Figure 5
is a section through the axis of the bearing shewing the capped wedge
and tie bolt b; Figure 6 shews a transverse section of the rail and of
bearing which supports it; C, section of the wedge; T, tie bolt passing from

page_text: one line of rails to the other so as to keep them parallel, and at the same
time serving to fix the capped wedges. Figures 7 and 8 are plans of the
bearing, Figure 7 being a plan of the top and Figure 8 plan of the
under side, shewing the manner in which the bearing is cut out; Figure 9
shows the manner in which the rails are united; Figures 10; 11, and 12
are longitudinal sections through Figure 3; Figure 11 shews the way in
which the wedge C is adjusted in the rails that it joins together; Figure
13 shews a plan of a line or way in which it will be seen that the rails are
kept parallel by means of tie rods T.
Sheet 2 shows modification of the sliding bearing.
Figure 1 shews it half in elevation and half in section; C, top part of
the plummer block in two parts; the grease is placed in the spaces
e, el, ell, of Figure 2, before lubricating the shaft; K, stuffing boxes, serving,
first, to prevent any escape; secondly, prevent the effects of lateral wear
in the bearing by means of bolts and nuts that can be screwed up at will;
P, packing leather, which with the stuffing boxes prevent all escape and
render the bearing air-tight; D, brass bearing in which the sliding action
takes place; its convex part is circular in order that it may be easily taken
out, and its concave part has compartments or raising surfaces d, d, d,
Figure 2, the full surfaces between these compartments being the carrying
surfaces. F, keys serving to regulate the bearing and prevent it moving in
the direction of rotation or in a direction parallel to the axis of the shaft ;
H, iron wedges held fast by means of the top of the bearing, and serving to
guide it when the keys act. These wedges also assist the keys in firmly
fixing the bearing. Figure 2 shews an end view of the bearing. It will be
seen that a certain inclination is given to the lateral face of the bearing to
permit the parking leather coming close up to it, thereby preventing
lateral wear. Figure 3 is a side view of the bearing, half in elevation and
half in section; it shews the manner in which the rule F is set in the
casting and in the brass; it also shews the packing leather. T is the
channel for bringing the water necessary for raising the shaft. Figure 4
shews the junction of the stuffing box and packing leather; F, packing
placed longitudinally; U, circular leather. Figure 5 is a plan of the
bearing, half of the top being raised; it also shews the compartments
e, e, el, for the lubricating grease. Figure 6 shews on a scale of half full
size a vertical section of the bearing, shewing the junction of the leather
with the packing leather. Figure 7 shews on a scale of one-fifth full size the
interior of the bearing, shewing that each of the side compartments is in
communication with the central compartment by means of a narrow channel

page_text: which assists the first raising of the shaft or axle; this shows the sliding
bearing and its application to the screw bearings of a frigate of one hundred
horse-power. Figure 8 shews a section through the axis of the screw.
A, screw at the commencement of its junction with the screw carrier; C,
section of the lower bearing containing the compartments (e, e', ell, ell,
e, Figure 2). P, union piece fixed to the lower bearing, to which
is fixed the pipe carrying the water for raising the shaft. Figure 9, plan of
the bearing, shewing the lateral raising compartments put in communi-
cation with the centre compartment by means of channels; Figure 10,
section through the middle of the bearing, showing the lower bearing
united to the upper one by means of bolts provided with nuts and counter
nuts; Figure 11, view of the stern post seen from behind, the section
C, D, shewing the part of the shaft covered with brass; Figure 12, section
drawn on a scale of one-third full size, shewing the extended form of the
concave part of the bearing and all the compartments put in communi-
cation by means of a channel.
Sheet 3 shows the sliding bearing and its application to the rolling stock
of railways. Figure 1, elevation at a quarter full size of the bar and guard
plates of the grease box, half in section, and of the motive axle. L, loco-
motive projecting bar; P, parts fixed to the bar, and serving to guide the rod
of the suspending springs; G, G, guard plates fixed to the bar, and serving
to make the grease box slide; C, brass bearing, the concave surface of which
is similar to that of the bearing as shown in Sheet 2. Figure 2 is a section
of the bar of the guard plates and of the grease box and a view of the
bearing, showing how the guard plates are joined to the bar and how the
axle box slides on the said guard plates. Figure 3 is a section shewing
that the cover is fixed to the grease box by means of bolts on each side.
Figure 4 shews the fitting in of the circular packing leather. It will be
'seen that it is placed immediately at the bottom, and that the leather C is
'constantly pushed against the axle by the elasticity of the india-rubber.
Figure 5 shews a section taken under the box at a scale of half full size.
E, space for the lubricating grease; B, metallic stopper to press the grease
gradually against the axle; it is provided with a handle to enable it to be
removed so as to re-fill the space E; R, spring for keeping the stopper
constantly pressed against the grease in the space E; V, screw serving to
regulate the stuffing boxes and prevent side wear. Figure 6 shews a
section of the cover; it will be seen that the space E is sleped so as to
allow the grease to lubricate the pivot of the axle in all its length.
Figures 7 and 8 shew two rectangular sections of the supply cock of the

page_text: axles; it consists of three partial taps; one, R, is of the ordinary kind,
and is placed on the side of the supply receiver of the axles; the other,
R', is fixed, and is provided with small orifices forming a sieve, which
prevents the dirt contained in the water from being taken to the cock R",
which latter has a small orifice allowing only sufficient water to pass to
maintain the pressure between the bearing and the axle. Figure 9 shews
(full size) how the stuffing boxes are moved by means of screws acting on
them to compensate for side wear and make the joint.
Having now described the nature of my said Invention, and in what
manner the same is to be performed, I wish it to be understood that I do
not restrict myself to the precise details herein laid down, so long as the
principle of my Invention be retained; but what I claim and wish to be
protected are the improvements herein-before described and referred to in
the annexed Drawings, reference being had to the figures and letters
marked thereon.
In witness whereof, I, the said Louis Dominique Girard, have here-
unto set my hand and seal, this Eighteenth day of October, in the
year of our Lord One thousand eight hundred and sixty-five.
I D GIRARD (L.A.)
20 Witness,
H. A. DUFRENÉ,
Civil Engineer and Patent Agent,
10, Rue de la Fidélité, Paris,
18th October, 1865.
Paris, this 18th October 1860