Improvements in Anti-friction Bearings.
Year: 1890

page_text: Date of Application, 28th Oct., 1890-Accepted, 29th Nov., 1890
COMPLETE SPECIFICATION.
[Communicated from abroad by THOMAS TRIPP, of Avon, Massachusetts, United States
of America, Mechanical Engineer.]
Improvements in Anti-friction Bearings.
I. HENRY HARRIS LAKE, of the firm of Haseltine Lake & Co., Patent Agents,
45 Southampton Buildings, in the County of Middlesex, 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 :-
My invention relates to anti-friction journal bearings and boxes designed for use
upon railways and for the bearings of shafts and the like, especially for shafts of
large diameters which are used to transmit great power, such as the main shaft of
an engine or a water wheel shaft or the jack shaft of a line of shafting, or propellor
shafts.
As applied to shafts, it has for its object, an anti-friction journal box possessing great
strength and durability under the most severe conditions especially in cases, where
the box is submitted to intermittent shocks like the main box or bearing of an engine.
It is moreover especially constructed for applying a shaft without disturbing a pulley
or collar or the like which may be forged on or fastened to the said shaft.
As applied to railway vehicles it has for its object the production of a bearing of a
special construction, as regards strength, possessing great durability. It also has for
its object, the combination of a special construction and arrangement of the roll and
the mechanism for carrying the saine, with a thrust plate device of a new and improved
construction and arrangement.
In the accompanying drawings,
Figure 1 represents in plan an antifriction journal box designed for use on a main
or jack shaft of large power transmitting capacity, and which may be applied without
disturbing any of the pulleys or collars which may be on the shaft.
Figure 2 is a vertical, central, longitudinal, sectional view of the same.
Figure 3 represents the antifriction journal box in end elevation, and
Figure 4 is a vertical, central, cross, sectional view of the same.
Figure 5 represents one of the roll carrying rings in front elevation, and
Figure 6 is a side elevation of the same.
Figure 7 represents one of the roll carrying rings in rear elevation.
Figure 8 is a front elevation of an axle designed for street railways.
Figure 9 is a plan of the same.
Figure 10 is a sectional elevation of the box.
Figure 11 is a vertical, section of the box.
Figure 12 is a sectional plan of the box, and
Figure 13 represents, in elevation one of the roll carrying rings.
Referring to Figures 1 to 7 the box, which is designed to receive the shaft 25 is
provided with the base 26, having the side base flanges 27 and 27' and bolts 28 by
means of which the box is bolted to its pedestal; the cap 14 which is bolted to the
base of the box by means of the cap bolts 15; the roll retaining flanges 16 and 161
which are designed to receive the end thrusts of the roll carrying device; and the
packing es 17 and 17' having the packings 18 and 18 respectively, which are
desi
Ti.
lessen the escape of oil out of, and the entrance of the dust into the box.
plates are made in halves in order that they may be applied to the box
witi.
i. isturbing the shaft, or any pulleys or collars that may be attached to
the sf. The box is also provided with the counter bores 19, 191 and 1911 opposite
the outer circumference of the roll carrying rings 20 201 and 20¹¹ respectively and
the shaft 25 is provided with the reduced diameters 21 21¹ and 21" opposite the inner

page_text: circumference of the roll carrying rings 20-201 and 2011 respectively. These counter
bores and reduced diameters are provided for the purpose of preventing the wearing
of ridges by the rolls at the sides of the path of their travel.
The roll carrying rings 20-201 and 2014 are alike and the ring 20 is represented
by Figures 5, 6 and 7 and is constructed as follows: The centre ring 22 is cut in
halves and on each side of the centre ring are placed the outer rings 23 and 231
which are made in halves and the cuts are placed quartering with the cuts of the
centre ring.
These rings when united by the roll carrying pins which are forced
through the holes provided for that purpose in the rings, make a strong substantial
ring well adapted to perform its duty of carrying the rolls in perfect alignment.
The three roll carrying rings when permanently united by the roll carrying pins
make what is termed a skeleton frame.
There are mounted on the roll carrying pins the two sets of rolls 24 and 24' each
set being composed of rolls of different lengths so arranged relative to each other
that the joint between the rolls on one pin will not come opposite the joint between
the two rolls on the pins next adjoining. This arrangement is for the purpose of
preventing the wearing of ridges in the path of the travel of the rolls.
Each set of rolls has mounted upon each roller carrying pin two or more rolls, it
having been practically demonstrated that rolls of short lengths should be used in
order to lessen the tendency of the rolls to get out of alignment, this tendency
being lessened proportionally with the shortening of the length of the roll.
The permanently united skeleton frame composed of the roll carrying rings (each
being made of several circular sections) and the roll carrying pins, each pin having
mounted thereon the rolls of different lengths in such a manner as will leave them
free to revolve on the pins, in operation produces results that are very desirable, such
as freedom of motion, perfect alignment, great strength and durability. If the box
could not produce these results it would be very difficult if not impossible to prevent
pounding when the box was used as the main bearing of an engine, the tendency
to pound" being caused by the reciprocating movement of the engine piston,
which, as it reciprocates changes the direction of the strains upon the bearing or
box.:
<:
:
Referring now to Figures 8 to 13 the axle 29 is provided with the usual shoulder 30
and the bearing 31. It is also provided with the extension portion 32, which may
or may not be of the same diameter as the bearing. In many cases however,
its diameter may be less (never greater) than the bearing, as shewn in the
drawings.
The housing is composed of the usual. cylindrical portion 33 which is provided
with the ordinary arms 34 and 34. To the rear part of the housing, the packing
plate 35 is secured by the use of the bolts 36, by means of which, the packing 37 is
made up against the axle so as to prevent the escape of the oil out of the box and at
the same time it acts as a dust guard to prevent the dust from getting into the box.
To the front part of the housing, is bolted, by the use of the cap bolts 38, the
cap 39.
The bearing sleeve 40 which extends from the shoulder 30 to the end of the axle is
provided with the flange 41 and the shoulder 42.
The thrust plate sleeve 43 which extends from the shoulder 42, to the end of the
axle is provided with the flange 44 and the shoulder 45.
The thumb plate collar 46 which extends from the shoulder 45 to the end of the
axle, is provided with the flange 47.
The sleeves 40 and 43 and the collar 46 are securely fastened to the axle by means
.of the taper pin 48.
The thrust plate 49 which is provided with the thrust packings 50 and 51, designed
to receive the end thrust of the axle, is held firmly in its position against th
shoulder 52 of the housing by the cap 39 when it is bolted to the housing.
The two roll carrying rings 53 and 54 are permanently united by means of the
roll carrying pins 55 upon which and between the rings the rolls 56 are permitted.t
freely revolve. The rolls are of uneven lengths and are so placed on the pins, a

page_text: shown, that the joints between the Tons are suggeren
they revolve..
It is very important that the sleeves 40 and 43 and the collar 46 should be securely
held not only in their relative positions but to the axle in such a manner, as shown so
that they shall revolve with the axle, and at the same time, that their flanges shall be
square with the axle.
In order to accomplish these desired results it is necessary that the following
construction should be closely followed :-
-
The bearing sleeve 40 is bored to snugly fit the axle and its length is such as will
permit the sleeve to extend from the shoulder 30 on the axle to the end of the axle and
its flange 1 is exactly square with its bore.
The thrust plate sleeve 43 is bored to fit the sleeve 40, and its length is such as
will permit the sleeve to extend from the shoulder 42 to the end of the axle, and, its
flange
square with its bore.
The thrust plate collar 46 is bored to fit the thrust plate sleeve 43 and its length is.
such as will permit the collar to extend from the shoulder 45 to the end of the axle,
and its flange is square with its bore.
The two sleeves and the collar are securely fastened together in their relative
positions and to the axle by means of the taper pin which passes through them and the
axle.
This construction and arrangement compels the axle, the two sleeves, and. the collar
in operation to revolve as if they were but one piece, the bores of all being strictly
parallel with the axial line of the axle and the faces of all the flanges being exactly
perpendicular with said axial line.
It is essential that the path or track for the rolls should have a width, as shown,
equal to the length of the rolls upon each roll carrying pins for the reason that if the
rolls do not cover the track they will roll up ridges on the rolling surfaces which
would tend to force the rolls out of their norinal state of parallelism with the axle.
The shorter the rolls are the less tendency they have to be forced.out of their normal
state, therefore, it is very desirable that each roll carrying rings should carry a set
of two or more rolls of odd lengths the joints of which should lap by the joints of the
adjoining set of rolls. In order to prevent the forming of any such detrimental ridges
the following construction and arrangement should be adhered to closely.
The interior of the box is counter bored at each side of roll track, and the diameter
of the bearing sleeve is reduced at each side of the track, this construction leaves a
track having a width for wear, equal to the length of the rolis upon each roll carrying
pin, thereby effectually preventing the formation of ridges at either side of the track..
And in order to prevent the forination of ridges on the track of the rolls between.
the sides of the track, the rolls are made of odd lengths or sets, as shown, so that the
joints between the rolls or sets of rolls lap by one another or are staggered around the
circle through which they revolve.
The method of fastening the sleeves, collar, and axle together by means of the
taper pin having a square head is a matter of considerable importance, for the reason
that the taper pin not only securely fastens the parts together; but when it is desired
to remove the pin, by applying a wrench to its square head and turning the pin, it
may be easily and quickly removed, thereby saving time and obviating the usual.
consequence of upsetting the pin whenever it is hamuered out.
Having now particularly described and ascertained the nature of this inven-
tion and in what manner the same is to be performed as communicated to me by my
foreign correspondent. I declare that what I claim is :-
First. An antifriction bearing provided with three or more sectional roll carrying
rings and a set of roll-carrying pins which are permanently united and sets of rolls of
different lengths mounted on said pins, substantially as described.
Second. An anti-friction bearing provided with the sectional roll carrying rings,
the set of rolls carrying pins and rolls mounted thereon, and the housing provided

page_text: with the sectional oil and dust guards, substantially as and for the purpose.set
forth.
Third. In an antifriction bearing the roll carrying rings each of which is made up
of several circular pieces, the roll carrying pins having rolls of different lengths
mounted thereon, in combination with the housing, having counter bores opposite the
path of travel of each roll carrying ring, and having the roll retaining flanges
substantially as, and for the purpose set forth.
Fourth. In an antifriction bearing the permanently united sectional roll carrying
rings and the roll carrying pins with the rolls mounted thereon, in combination with
the housing provided with the roll retaining flanges and the sectional oil and dust
guards, and the packings compressed between said flanges and guards for the purpose
of preventing the escape of the lubricant out of and the dust into the box, substantially
as described.
Fifth An antifriction bearing provided with the hearing sleeve, a thrust plate
sleeve, and a thrust plate collar, each of which is provided with a flange, and all being
fastened together and to the axle by means of a taper pin, substantially as and for
the purpose set forth.
Sixth. In an antifriction bearing the roll carrying rings, pins, and rolls, in
combination with the bearing, and thrust plate sleeves, the thrust plate collar, and the
taper pin, substantially as described.
Seventh. In an antifriction bearing the axle provided with the bearing sleeve, the
thrust plate sleeve, and the thrust plate collar all being fastened together by means
of a single pin in combination with the thrust plate and the thrust plate packings,
substantially as described.
Eighth. An antifriction bearing provided with the bearing sleeve 40 having the
flange 41 and the shoulder 42; the thrust plate sleeve 43 having the flange 44 and
the shoulder 45; and the thrust plate collar 46 having the flange 47, substantially
as, and for the purposes set forth.
Ninth. In an antifriction bearing, the permanently united roll carrying rings and
roll carrying pins, each pin, carrying rolls of uneven lengths, in combination with the
bearing sleeve, the thrust plate sleeves, the thrust plate collar, the tapering pin and
the thrust plate, and the thrust plate packings, substantially as and for the purposes
set forth.
11
2011 1
11
1000
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London, W.C., Agents for the Applicant.