Improvements in Railway Vehicles.
Year: 1890

page_text: uate of Application, 17th Jan., 1890
Complete Specification Left, 17th Oct., 1890-Accepted, 20th Dec., 1890
Improvements in Railway Vehicles.
I, FRANÇOIS DE RECHTER, of 53, Rue Belliard, Brussels, in the Kingdom of
Belgium, Engineer, do hereby declare the nature of this invention to be as follows:-
This invention relates io railway vehicles and comprises improved arrangements of
the suspension devices designed to facilitate the passage of the vehicles, whose axles
are at a comparatively great distance from each other over curves of small radii and
to diminish the noise resulting from the shocks to which the parts constituting the
rolling apparatus of these vehicles are subjected. As regards the aforesaid purpose of
facilitating the passage of the vehicles over curves, my invention consists in the
employment of links of unequal lengths for the same suspension spring, the shortest
links being placed towards the centre of the main frame. The links may be either
inclined or vertical and their form is optional. My arrangement is based upon the
fact that when a heavy body is suspended horizontally by means of four rods of
different lengths, but two and two of which are equal and symmetrically arranged
relatively to its axis this body is displaced and performs a rotary movement when a
force is caused to act upon the centre of the body and at a right angle to the axis of
the latter. This rotation takes place as if the body suspended were turning upon
vertical axis passing through an imaginary point in the aforesaid axis of the body in
its original position. The same relative movement is effected if the above-mentioned
body is held by its centre and if a force is caused to act upon the centre of the system
from four points. Now a vehicle passing from a straight line upon a curve is under
similar conditions. In fact at the moment when it passes upon the curve the main
frame of the vehicle tends to preserve the direction of the tangent, whilst the pair of
wheels encountering a curved part of the rail is thrown towards the interior of the
curve and the axle tends to take the direction of the radius of the curvature of the
track. Accordingly it is sufficient, in order not to counteract this relative movement
of the main frame and of the pair of wheels, to make use for each pair of wheels, of
links which are of unequal length but two and two of which are equal, the small
links being placed towards the centre of the vehicle. When the main frame passes
subsequently from a curve to a straight line the axle passes back to its normal position
again, owing to the weight of the vehicle. By reason of the unequal length of the
links I also gain the advantage of enabling the charge to he uniformly distributed
upon the extremities of the springs while the rotation of the axle takes place. The
springs are connected with the axle-boxes so as to render the whole strong, and the
extremities of the springs corresponding to the same pair of wheels may or may not
be connected with each other by any suitable device. This connection has for its
object to keep the springs parallel with each other.
The two rods employed may be parallel or they may cross each other, and use can
be made of a bar for connecting the link bolts.
I also provide for connecting the springs with any point of the main frame by means
of chains, bars, or any other suitable device for directing the movement of the axle
upon the imaginary centre. In an arrangement of this kind the springs are for
example connected by their ordinary links with rods forming a kind of frame, which
is then connected with the supports for the links of the main frame through the
medium of links of unequal length the rods connecting the extremities of the springs
placed towards the centre of the vehicle being provided with a hole to serve as a point
of rotation. For distances between the axles not exceeding six or seven metres the
axle guard can be fixed to the side beam on condition that its vertical branches are
placed sufficiently far apart for enabling the axle to shift freely and that the axle boxes
shall be provided with guides symmetrically inclined to the axis of the main frame.

page_text: But for greater distances between the axles it is expedient to render these plates
movable so that they will follow the movement of the axle which is due to the unequal
length of the links.
For obtaining this. result the guards of the same axle may form part of a small
rigid frame suspended from the main frame so as to be able to shift horizontally upon
the imaginary centre of rotation herein before referred to which is in the longitudinal
axis of the vehicle a short distance from the axle. This distance is such that the
extremities of the vehicle will not pass too far from the curve.
In the fixing of the aforesaid small frame to the main frame I provide for the
mobility of the imaginary centre in order to retain as much as possible the direction
corresponding to a line which forms a tangent to the curve. In the movable and rigid
frame which I use and of which the axle "guards form a part the imaginary point is
rendered movable by providing curved slots having for their centre of curvature this
imaginary point or two points close together so that during the rotation of the said
small frame the centre of the movement travels between these two points. Through
the above-mentioned slots extend bolts or the like the head of which presents a section
corresponding partly to the curved form of the said slot and is adapted to slide in the
latter. The pieces having the aforesaid slots can either be fixed to the small frame and
the bolts to the main frame, or they can be secured to the main frame and the bolts to
the small frame. The mode of fixing the slotted pieces and the bolts can be varied
according to the materials employed. In an arrangement wherein the said slotted
pieces are rivetted to the small frame and the bolts serving as slides are secured to
the main frame of the vehicle by means of sockets fixed to the cross beams of the
main frame. These bolts are passed with the sockets after they have been surrounded
by a tube of india-rubber or other flexible material for reducing the noise made in
the rolling movement by the metallic parts. Any number of slots may be provided,
and these slots may be at the four corners of the small frame or at any other point.
In case five slotted pieces are used one of these pieces placed at a point near the
above-mentioned imaginary centre permits of a slight displacement in order to
provide at the imaginary centre of rotation for the movement upon the longitudinal
axis of the vehicle.
The said slotted piece near the imaginary centre is in some cases dispensed with.
In another arrangement which I use provision is made for three slotted pieces, one
of which is placed near the imaginary centre and presents the same feature as the one
herein before described. In some cases three guides are employed two of which have
for their centre of curvature at two points near the imaginary centre, or at the same
point. Any suitable device can be provided for moving the above-mentioned small
frame back to its normal position. I use for example a plate spring fixed to the main
frame, and whose free extremity acts upon the said small frame when the latter is
displaced in one or the other direction. Helical springs or india-rubber springs are
sometimes used for the same purpose. The brake is suspended from the small fraine
in order that its blocks shall be able to follow the displacement of the wheels. The
parts by which it is fixed can be made integral or not with the slotted pieces which
connect the small frame with the main frame. I unite the extremities of the
suspension springs directly with each other or with the movable frame by means of
rods or any other device, in order to keep these springs parallel with the axle guards
in their movement upon the imaginary centre. The suspension springs are moreover
connected with axle boxes, and the axle guards are adjusted in the guides of these
boxes. I make the length of the links proportional to the distances between the
extremities of the suspension springs and the imaginary centre of rotation.
vehicle is provided with a brake the part for actuating the same passes through
the imaginary centre of rotation so as not to interfere with the mobility of the small
frame. For obtaining this result various arrangements can be made; in some
instances an eye is provided on the main frame at the point corresponding to the
imaginary centre, and through this eye passes a cable. I also provide for the use of a
small frame carrying four axle guards for two neighbouring axles, the suspension
springs of these two axles being connected with the main frame of the vehicle by
If the

page_text: links of unequal length. In this case the small frame, which constitutes a kind of
bogie, is suspended from the main frame like the one herein before described, that is
to say, by means a suitable number of slotted pieces, the slots in the latter having
their centres of curvatures in proximity to the longitudinal axis of the small frame
either at different points or at a single point, so that the imaginary point of rotation
will be in the longitudinal axis of the vehicle and shall be between the two axles or
above one of them, the lengths of the links being proportional to the distances
between the extremities of the suspension springs and the aforesaid imaginary point
of suspension.
The axle boxes are provided at the rear with devices for preventing the access of
dust. These parts comprise a thin plate having flanged edges and two semi-circular
pieces of wood or other suitable material placed between these edges. A spring
interposed between the lower edge and the corresponding semi-circular piece serves to
compensate automatically for the wear of the wood or other material used and thus
ensures the complete obturation.
For reducing to a minimum the noise caused by the rolling movement I fix the
axle guard or guide in an improved manner and employ brackets for the body of the
vehicle which are arranged as hereinafter set forth.
The axle guard is fixed to the side beam through the medium of sockets through
which the arins provided on the axle guard are passed after their extremities have
been surrounded with an elastic substance, such as india-rubber, leather or other
suitable flexible substance. The aforesaid sockets can be of any form; in some
instances they are made slightly conical, and the extremities of the arms on the axle
guard are also conical and surrounded with a flexible material. Discs of the same
material are placed upon the lower and upper faces of the sockets in order that there
shall be no contact of metal between the axle guard and the sockets. The axle guards
are readily placed in the proper position by means of nuts at the end of the arms on
the plate. The bracket for the body of the vehicle has a socket for guiding a pivot
on the said body, which is arranged as high as possible but so as to permit the
inflexion of the springs under the complete load of the vehicle. The upper part of
the aforesaid pivot is fixed directly to the body of the vehicle, whilst the lower part
of the same is connected therewith indirectly by means of a piece of iron made in
the form of a stirrup or a portion of the same. This arrangeinent enables the said
pivot to be firmly secured to the body of the vehicle, and the movements of this body
upon its springs cannot cause the breakage of the pivot.
In the socket of the bracket through which the pivot on the body of the vehicle
passes is provided a tube of copper or other soft metal, which has a collar at one of
its extremities and a nut at the other, flexible material being interposed between the
said tube and socket. The copper tube has a greater diameter than the diameter of
the pivot upon the body of the vehicle in order to reduce the friction between the
two parts and to enable transverse movements of the vehicle. Blocks of india-rubber
or metallic springs are placed upon the bracket to support the body of the vehicle.
The number of brackets to be used will evidently depend upon the weight of the
body of the vehicle and upon the elasticity to be obtained.
Use can be made of friction pieces having a curved surface, and fixed to the main
frame or to the sumall movable frame for replacing the links either partly or entirely
when the height of the main frame above the rails does not permit these links to be
made of the desired length. The curvature of these friction pieces forms an arc of a
circle whose radius is equal to the length which the link should have, or an arc of
any curve.
Dated this 17th day of Tonu 1800
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London, Agents for the Applicant.

page_text: COMPLETE SPECIFICATION.
Improvements in Railway Vehicles.
I, FRANÇOIS DE RECHTER, of 5, Rue Belliard, Brussels, in the Kingdom of Belgium,
Engineer, do hereby declare the nature of this invention and in what manner the
same is to be performed, to be particularly described and ascertained in and by the
following statement:-
This invention relates to railway vehicles and comprises improved arrangements of
the suspension devices designed to facilitate the passage of the vehicles, whose axles
are at a comparatively great distance from each other, over curves of small radii and
to diminish the noise resulting from the shocks to which the parts constituting the
rolling apparatus of these vehicles are subjected.
As regards the aforesaid purpose of facilitating the passage of the vehicles over
curves, my invention consists in the employment of links of unequal lengths for the
same suspension spring, the shortest links being placed towards the centre of the
main frame.
In the accompanying drawings, the figures of which are hereinafter referred to,
I have shown how my said invention may be conveniently and advantageously carried
into practice.
a¹ a
=
a¹ c
The links may be either inclined as shown for the spring on the right hand side of
Figure 2 or vertical, as indicated for the other spring in the same figure. They are
provided with cheeks or may be of any suitable form. My arrangement is based upon
the fact that when a heavy body R S T V Figure 1 is suspended horizontally by means
of four rods a a¹ a a¹ bbbb¹ of different lengths, but two and two of which are equal
and symmetrically arranged relatively to its axis M X this body is displaced and
performs a rotary movement when a force F is caused to act upon the centre of the
body and at a right angle to the axis M X of the latter. This rotation takes place as
if the body suspended were turning upon a vertical axis K L passing through an
imaginary point c in the aforesaid axis of the body in its original position the
distances ac and b'e being obviously in the proportion of the lengths of the rods a¹ a
and that is to say b
The same relative movement is effected if the
above-mentioned body R S T is held by its centre O and a force F caused to act
upon the centre of the system from: four points a a b b. Now a vehicle passing from
a straight line upon a curve is under similar conditions. In fact at the moment when
it passes upon the curve the main frame of the vehicle tends to move in a straight
direction whilst the pair of wheels, encountering a curved part of the rail is guided
towards the interior of the curve and the axle tends to take the direction of the radius
of the curve of the track. Accordingly it is sufficient, in order not to counteract this
relative movement of the main frame and of the pair of wheels, to make use for each
pair of wheels, of links which are of unequal length but two and two of which are
equal the small links being placed towards the centre of the vehicle. When the main
frame subsequently passes from a curve to a straight line the axle passes back to its
normal position again, owing to the weight of the vehicle. By reason of the unequal
length of the links I also gain the advantage of enabling the weight to be uniformly
distributed upon the extremities of the springs while the rotation of the axle takes
place. The springs are connected with the axle-boxes so as to render the whole
strong and the extremities of the springs corresponding to the same pair of wheels
may or may not be connected with each other by any suitable device. This connection
has for its object to keep the springs parallel with each other.
Examples of the aforesaid arrangements are shown in Figures 6, 7 and 8 Figure 6
shows in plan the application of two rods that are parallel with each other, Figure 7
shows an arrangement in which the two rods cross one another, and Figure 8 is a
vertical section showing the application of a bar for connecting the link bolts.
I also provide for connecting the springs with any point of the main frame by
means of chains, bars, or any other suitable device for directing the movement of the

page_text: axle upon the imaginary centre. In the arrangement of this kind shown in Figure 9
the springs are connected by their ordinary links with rods forming a kind of frame,
which is then connected with the supports for the links of the main frame through
the medium of links of unequal lengths the rods connecting the extremities of the
springs placed towards the centre of the vehicle being provided with a hole to serve
as a point of rotation. For distances between the axles not exceeding six or seven
metres the axle guard can be fixed to the side beam on condition that its vertical
branches are placed sufficiently far apart for enabling the axle to shift freely and that
the axle boxes shall be provided with guides symmetrically inclined to the axis of the
main frame. But for greater distances between the axles it is expedient to render
these plates movable so that they will follow the movement of the axle which is due
to the unequal length of the links.
For obtaining this result the guards for the same axle may form part of a small
rigid frame K (see Figures 10 and 11) suspended from the main frame so as to be able
to shift horizontally upon the imaginary centre of rotation herein before referred to
which is in the longitu linal axis of the vehicle a short distance from the axle. This
distance is such that the extremities of the vehicle will not pass too far from the
curve; that is to say. the chord M N in Figure 5 shall be as great as possible.
In this figure hv represents the longitudinal axis of the frame the line L M N O
the average curve of the rail track p r an axle in the direction of the radius of the curve;
c the imaginary centre herein before referred to upon which the frame turns.
From
this figure, in which C K is the tangent drawn to this curve, the relation CK2 = M N
× CM+CM2 is geometrically deduced and as this valve is independent of the radius
of the curve it follows that if K CCM and M N remain constant lengths the direction
of the line C K will be a tangent to the curve and the axle will be displaced at a right
angle to this curve whatever may be the radius of the latter. Now in practice this
condition of the constancy of the lengths is not completely realized the weight of the
vehicle, the speed of the movement, the radius of the curve itself etc. cause the position
of the point C to vary. In the fixing of the aforesaid small frame to the main frame
I provide for the mobility of the imaginary centre in order to retain as much as
possible the direction CK tangential to the curve. In the movable and rigid frame K
which I use and of which the axle guards form a part see Figures 10 and 11, the
imaginary point C is rendered movable by providing curved slots 7 having for their
centre this imaginary point or two points close together so that during the rotation of
the said small frame K the centre of the movement travels between these two points.
Through the above-mentioned slots extend bolts or the like the head of which presents
a section corresponding partly to the curved form of the said slot, and is adapted to
slide in the latter.
Figure 12 shows in perspective the form given to the slides, the part a being
designed to engage with the slot. The pieces having the aforesaid slots can either
be fixed to the small frame and the bolts to the main frame, or they can be secured
to the main frame and the bolts to the small frame. The mode of fixing the slotted
pieces and the bolts can be varied according to the materials employed,
b
Figures 10, and 13 shows an arrangement in which the said slotted pieces are
secured to the small frame K and the bolts serving as slides are secured to the main
frame of the vehicle by means of sockets d fixed to the cross beams of the main frame.
These bolts & engage with the sockets d after they have been surrounded by a tube of
indiarubber or other flexible material for reducing the noise made in the rolling
movement by the metallic parts. Any number of slots may be provided, and these
slots may be at the four corners of the small frame K or at any other point.
Figure 11 represent, by way of example, an arrangement in which five slotted
pieces q are used one of these pieces placed at a point near the above-mentioned
imaginary centre permits of a slight displacement in order to provide at the imaginary
centre of rotation for the movement upon the longitudinal axis of the vehicle.
The said slotted piece near the imaginary centre is in some cases dispensed with.
In the arrangement shown in Figure 4 provision is made for three slotted pieces

page_text: one of which is placed near the imaginary centre c and presents the same feature as
the one hereinbefore described.
Figure 14 is another arrangement in which three slotted pieces are employed two
of which have for their centre of curvature the point c and the other point c'. These
two points may coincide as hereinbefore stated, any suitable device can be provided
for moving the above-mentioned small frame back to its normal position. For this
purpose I may use a plate spring R as shown in Figure 4 fixed to the main frame,
and the free end of which acts upon the said small frame K when the latter is displaced
in one or the other direction. Helical springs or indiarubber springs are sometimes
used for the same purpose.
The brake as indicated in Figures 10 and 11 is suspended from the small frame K
in order that its blocks shall be able to follow the displacement of the wheels. The
parts by which it is fixed can be made integral or not, with the slotted pieces which
connect the small frame with the main frame. I unite the extremities of the suspension
springs directly with each other or with the movable frame by means of rods or any
other device, in order to keep these springs parallel with the axle guards in their
movement upon the imaginary centre. The suspension springs are moreover con-
nected with axle boxes, and the axle guards are adjusted in the guides of these boxes.
I make the length of the links m Figure 10 proportional to the distances between the
extremities of the suspension springs and the imaginary centre of rotation. If the
vehicle is provided with a brake the part for actuating the same passes through the
imaginary centre of rotation so as not to interfere with the mobility of the small
frame K. For obtaining this result various arrangements can be made; in some
instances an eye is provided on the main frame at the point corresponding to the
imaginary centre, and through this eye passes a cable as shown in Figure 10. I also
provide for the use of a small frame carrying four axle guards for two neighbouring
axles, the suspension springs of these two axles being connected with the main frame
of the vehicle by links of unequal length. In this case the small frame, which con-
stitutes a kind of bogie, is suspen led from the main frame like the one hereinbefore
described, that is to say, by means of a suitable number of slotted pieces, the slots in
the latter having their centres of curvatures in proximity to the longitudinal axis of
the small frame either at different points or at a single point, so that the imaginary
point of rotation will be in the longitudinal axis of the vehicle and shall be between
the two axles or above one of them, the lengths of the links being proportional to the
distances between the extremities of the suspension springs and the aforesaid imaginary
point of rotation.
The axle boxes are provided at the rear with devices for preventing the access of
dust. These parts comprise a thin plate having flanged edges, and two semi-circular
pieces of wood or other suitable material placed between these edges. A spring
interposed between the lower edge and the corresponding semi-circular piece serves to
compensate automatically for the wear of the wood or other material used and thus
ensures the complete obturation.
The above mentioned device is shown in Figures 15, 16, 17 and 18 in plan vertical
and horizontal sections and inverted plan. For reducing to a minimum the noise
caused by the rolling movement I fix the axle guard or guide in an improved manner
and employ brackets for the body of the vehicle which are arranged as hereinafter set
forth and shown in Figures 2 and 3 and in Figures 19 to 23. The axle guard is fixed
to the side beam through the medium of sockets through which the arms provided on
the axle guard are passed after their extremities have been surrounded with an elastic
substance, such as india-rubber, leather or other suitable flexible substance. The
aforesaid sockets can be of any form; in some instances they are made slightly
conical as shown in Figures 19, 20 and 21 and the extremities of the arms on the
axle-guard are also conical and surrounded with a flexible material. Washers of the
same material are placed upon the lower and upper faces of the sockets in order that
there shall be no contact of metals between the axle guard and the sockets. The axle
guards are readily placed in the proper position by means of nuts at the end of the

page_text: arms on the plate. The bracket shown in Figures 22 to 25 for the body of the vehicle
has a socket for guiding a pivot on the said body, which is arranged as high as
possible but so as to permit the inflexion of the springs under the complete load of
the vehicle. The upper part of the aforesaid pivot p is fixed directly to the body
of the vehicle, whilst at its lower part the said pivot is guided by passing through
a bracket connected to the body of the vehicle and made in the form of a stirrup or a
portion of the same. This arrangement enables the said pivot to be firmly secured to
the body of the vehicle and the movements of this body upon its springs a cannot cause
the breakage of the pivot.
In the socket of the bracket through which the pivot on the body of the vehicle
passes is provided a tube of copper or other soft metal, which has a collar at one of its
extremities and a nut at the other, flexible material consisting of discs r r and india-
rubber tube n being interposed between the said tube and sockets. The copper tube
has a greater internal diameter than the diameter of the pivot upon the body of the
vehicle in order to reduce the friction between the two parts and to enable transverse
movements of the vehicle. Blocks of india-rubber or metallic springs are placed upon
the bracket to support the body of the vehicle.
The number of brackets to be used will evidently depend upon the weight of the
body of the vehicle and upon the elasticity to be obtained.
may add that the stirrup or bracket of the pivot p of the body can be made of
malleable cast iron or any other suitable metal.
In Figures 26 27 and 28 I have shown an arrangement of the small frame K
in which the large links are dispensed with and replaced by friction pieces F fixed
to the main frame. The frictional surface of these pieces F being a part of a curve
so that the small frame K when displaced upon its pin P will always remain parallel
with the main frame of the vehicle.
Having now particularly described and ascertained the nature of my said inven-
tion and in what manner the same is to be performed I declare that what I
claim is :-
:-
The hereinbefore mentioned improvements in railway vehicles consisting of the
parts constructed arranged and combined substantially as above described with
reference to the accompanying drawings and for the purposes specified.
Dated this 17th day of October 1890.
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London, W.C., Agents for the Applicant.