IMPROVEMENTS IN RAILWAY CARRIAGE WHEELS, PARTS OF WHICH IMPROVEMENTS ARE APPLICABLE TO LOCOMOTIVE WHEELS
Year: 1868

page_text: •
LETTERS PATENT to William Robert Lake, of the "International
Patent Office," No. S, Southampton Buildings, Chancery Lane, in
the County of Middlesex, Consulting Engineer, for the Invention
of "IMPROVEMENTS IN RAILWAY CARRIAGE WHEELS, PARTS OF WHICH
IMPROVEMENTS ARE APPLICABLE TO LOCOMOTIVE WHEELS."-A commu-
nication from abroad by David Philip Nickerson, and Worthy
Stevens Streator, both of Cleveland, Ohio, United States of
COMPLETE SPECIFICATION filed by the said William Robert Lake,
at the Office of the Commissioners of Patents, with his Petition
and Declaration, on the 7th December 1868, pursuant to the
9th Section of the Patent Law Amendment Act, 1852.
5 TO ALL TO WHOM THESE PRESENTS SHALL COME, I, WILLIAM
ROBERT LAKE, of the "International Patent Office," No. 8, Southampton
Buildings, Chancery Lane, in the County of Middlesex, Consulting
Engineer, send greeting.

page_text: alike is provided with a ring, all of these parts being supported by a
shaft J, which forms the axle of the wheel and is strongly braced and
secured by the hub K. On one end of the axle is keyed or otherwise
secured the corresponding or relative part L of the clutch E; these two
parts are made to engage when the wheel is put together, as shown in
Figure 3, in which is shown the relative position transversely of the
several parts of the wheel to each other. The side plate M, Figure 9,
which is seen in position in Figure 2, is provided with a shoulder M',
corresponding with the annular shoulder D, which holds the same relation
to the wheel as the said shoulder M'. This plate is secured in place by
the lugs N, or by any other suitable means. These lugs are made to
slide under a slotted rib O, so constructed with an inclination downward
as to draw the plate down upon the shoulders and rings, thereby holding
them securely and snugly in place, but not so tight as to prevent all
expansion or contraction of the springs. These lugs when properly
secured under the ribs are kept from working out by a pin or screw
being inserted through them into the rim of the wheel. By the
use of this peculiarly constructed wheel it will be evident that the
weight of the carriage is supported by the concentric rubber springs
and shoulders, from which it is transmitted to the rim of the wheel
instead of being applied to the rim of the wheel directly by means of a
series of rigid spokes or a solid plate between the hub and rim. As the
weight bears down upon the axle it also draws down upon the ring H,
by means of the projecting rims of the disc to which the axle is connected
as above described. This downward draught is resisted by the outer
ring F as the weight is being borne down upon it, and the contractive
and expansive elasticity of the rubber contributes to support the axle
and weight thereon. Thus the weight is suspended upon the inner ring,
and supported from below by the outer ring. In this way the carriage
is rolled along on a continuously revolving spring applied to the inner
side of the wheel as it is made to run by being coupled to the disc and
the internal arrangement of the clutches above described. By the use
of a wheel constructed in this way the ordinary springs are dispensed
with, the wheels run with less friction against the sides of the rails, and
more especially when running on a curve, as they more readily adjust
themselves to the direction of the rails. The downward beating of the
tread of the wheels upon the faces of the rails, when passing over the ends
or when running over the frogs, on being switched to the side tracks or
"turn outs," is also lessened. This wheel is susceptible of various

page_text: modifications without essentially changing the principle of its con-
struction.
In Plate 2, Figures 1 and 2 are a side view and section illustrating
one modification of the wheel. From the nave or hub A¹ proceeds a
double diaphragm B' to the rim C' having a flange D', Figure 2, around
the centre of the rim; midway between the said flanges is sunk a groove
in which is fitted a rubber ring E' clliptical in its diameter as shown.
This ring is placed in position by first removing the face plate F¹ by
unscrewing the bolt a; the tire G' is then forced on over the ring, the
inner surface of the said tire being made concave to fit the convex
periphery of the ring; the face plate is then replaced and bolted to the
rim as indicated; by this it will be obvious that the ring is secured
between two concave grooves, that of the rim and tire. The said tire
is provented from coming off by the flauges D', between which the tire is
fitted loosely so that it may have lateral play between the flanges, and
thereby bring the lateral strain exerted upon the-wheel upon the rubber
ring, and may rub against the flanges. By this arrangement it will be
seen that one ring only is used, and that placed just within the tire
and against the outer surface of the rim, the ring receiving all the
weight borne by the wheel and reacting against the inner side of
the tire.
Figures 3 and 4 show a modification of Figure 1, the difference being
mainly in the shape of the ring, which instead of being elliptical as in
the former wheel is made with right angular circular ribs c proceeding
outward from a basc 6 fitted to the rim of the wheel, the central portion
of which is the same as that shown in Figure 1. The space between the
said ribs, which is of the character of a square groove, receives a corres-
ponding circular rib e projecting from the inner side of the tire R,
the said tire being fitted to the rim of the wheel in the same way
as that of the wheel in Figure 1, and thereto secured by a face plate
and bolt.
Figures 5 and 6 also illustrate a modification of the principle on
which the above wheels are constructed; in this instance the centre
or body of the wheel is also slightly changed as will readily be seen, so
also is the manner of fitting on and securing the tire, but this is not so
much a matter of consequence as the application of elastic or rubber
rings within a wheel between the hub of a wheel and the tire, so that
the tire or tread of the wheel shall be cushioned within by a continuous

page_text: spring afforded by one or more rings arranged concentrically between the
nave and rim of the wheel.
Having thus fully described the said Invention as communicated to
me by my foreign correspondents, and shown what I believe to be the
most convenient methods of carrying the same into practice, I claim,―
First. The shell A, elastic ring F, and disc I provided with the
shoulder or flange G in combination with the elastic rings H.
Second. The clutches L, E, and disc in combination with the clastic
rings and shell A, substantially as and for the purpose set forth.
Third. The annular shoulders D, M', rings H, plate M, and shell A,
arranged substantially as and for the purpose herein set forth.
Fourth. The elastic rings E and F and disc I in combination with the
flange G, substantially as and for the purpose specified.
Fifth. The side plate M and shell A in combination with the clastic
rings, substantially as and for the purpose set forth.
Sixth. The tire G', elastic ring E', hub or centre A', and face plate F',
arranged substantially as and for the purpose set forth.
Seventh. The tire G', elastic cushion or packing E', and face plate F",
arranged substantially in the manner and for the purpose set forth.
Eighth. The cushion or packing E' of any desirable form used in
connection with the detachable tire, and with the body of a railway
carriage or locomotive wheel.
In witness whercof, I, the said William Robert Lake, have here-
unto set my hand and scal, this Seventh day of December, in
the year of our Lord One thousand eight hundred and sixty.
eight.
WILLIAM ROBERT LAKE. (L.S.)