Improvements in Vehicles adapted for Use on Common Roads or Railways.
Year: 1898

page_text: Date of Application, 1st June, 1898
Complete Specification Left, 4th Feb., 1899-Accepted, 11th Mar., 1899
PROVISIONAL SPECIFICATION.
Improvements in Vehicles adapted for Use on Common Roads or
Railways.
We, THEODOR KRÜGER, Director, and WILLY JURGES, Engineer, both of No. 6,
Ihmestrasse, Hanover, in the Kingdom of Prussia, Empire of Germany, do hereby
declare the nature of this invention to be as follows:--
The present invention relates to improvements in vehicles adapted for use either
on ordinary roads or on railways and is essentially distinguished by an under
carriage consisting of two bogie frames or trucks which in their horizontal rotary
motion relative to the carriage are dependant upon each other and each of which is
provided with a pair of wheels with flanges in addition to a pair of wheels without
flanges. These wheels are adapted to run on the rails simultaneously and at the
same time to be so set by a regulating arrangement, by means of compensating
springs, that the weight is distributed over the four wheels of each frame.
In the accompanying drawing we have shown how our invention
conveniently and advantageously carried into practice.
may be
Figure 1 is a side elevation of a waggon provided with our improvements.
Figure 2 is a plan thereof partly broken away to show the trucks or under
carriage.
Figure 3 is an end view and
Figures 4 to 7 show various detail views and sections on a larger scale. Figure 4
being a transverse vertical section on line 4-4 Figure 2 looking from right to left
of said figure, Figure 5 a longitudinal vertical section taken on line 5-5 of
Figure 4, Figure 6 a detail view showing the arrangement of the springs inserted
between the truck and the carriage axles, and Figure 7 a transverse vertical section
of line 7-7 Figure 6.
In the front and in the rear part respectively of the trucks b, connected by
diagonals a, is transversely arranged a right and left handed screw e the nuts i
of which are connected with the axles f of the flanged wheels g, by supporting
arms or links e, the flanged wheels lying in the same vertical plane as the carriage
wheels h. The arms i serve to guide the axles f when the same is being raised or
lowered, these arms being connected link wise either with the trucks or with
the carriage wheel axles h¹. The springs inserted between the truck and the
carriage axles are shown at Figures 6 and 7, and the axles h¹ are guided in
vertical longitudinal slots 62 in the plates b¹ connected to the trucks b. It is thus
possible, in working railways to distribute the load according to requirements upon
the carriage and the flanged wheels. In order that the vehicle may run well on
the rail in spite of the use of the trucks, these latter engage by a roof-shaped piece
into a corresponding recess m¹ of the carriage body m, as shown in the transverse
section Figure 4, which is drawn to a larger scale.
If the carriage is to be transferred from the road to the rails it is drawn on to
the said rails by draft animals. The flanged wheels are then lowered by turning
the screw c until they touch the lines, and the screw is then continued to be
turned to an extent corresponding to the load to be put upon the flange wheels,

page_text: while the balance of the load is carried by the carriage wheels h. Such a distribu-
tion of the load is, as already mentioned, made possible by the springs k inserted
between the trucks 6 and the carriage axles, and offers many advantages. If the
flange wheels are not loaded and are used only for guiding the carriage on the rails,
sliding might very easily take place when passing rapidly round curves. On the
other hand however, should the load be entirely transferred to the flange wheels,
the whole weight would have to be raised to a certain extent by means of the
setting apparatus, with the expenditure of great power, and moreover it would be
necessary to construct the said setting apparatus very strongly.
Carriages with the above described arrangement can then be used on the rails by
being coupled up to a train of any desired length and can be transported further
by a single source of power, in which the loading of all the wheels also proves
very advantageous. Further the setting apparatus described offers the further
advantage that the carriage body can be arranged immediately over the axles of
the carriage, which gives a much smaller total height; i.e. a greater stability
than in similar vehicles.
In transferring the carriage to ordinary roads it is only necessary to proceed in
the reverse manner, by moving the flange wheels, by a corresponding turning of the
screw c away from the rails, then fixing a pole, which is carried with it, in the
fork of one of the trucks and pulling the carriage off the rails by draft animals.
Dated this 1st day of June 1898.
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London, W.C.,
Agents for the Applicants.
COMPLETE SPECIFICATION.
Improvements in Vehicles adapted for Use on Common Roads or
Railways.
We, THEODOR KRÜGER, Director of the Company Strassenbahn, Hannover, and
WILLY JURGES, Engineer, both of No. 6, Ihmestrasse, Hanover, in the Kingdom of
Prussia, Empire of Germany, 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:-
The present invention relates to improvements in vehicles adapted for use either
on ordinary roads or on railways and is essentially distinguished by an under
carriage consisting of two bogie frames or trucks which in their horizontal rotary
motion relative to the carriage are dependant upon each other, and each of which is
provided with a pair of wheels with flanges in addition to a pair of wheels without
flanges. These wheels are adapted to run on the rails simultaneously and at the
same time to be so set by a regulating arrangement, by means of compensating
springs, that the weight is distributed over the four wheels of each frame.
Referring to the drawings left with our Provisional Specification:
Figure is a side elevation of a waggon provided with our improvements.
Figure 2 is a plan thereof partly broken away to show the trucks or under-
carriage.
Figure 3 is an end view and
Figures 4 to 7 show various detail views and sections on a larger scale, Figure 4
being a cross section taken on the line 4-4 of Figure 2; Figure 5 a section on the
line 5-5 of Figure 4; Figure 6 a detail of the axle bearing, & Figure 7 a section
taken on the line 7-7 of Figure 6.
In the front and in the rear part, respectively, of the trucks b, connected by
diagonals a, is transversely arranged a right and left handed screw c, the nuts d

page_text: or with
of which are connected with the axles f of the flanged wheels g, by supporting
arms or links e, the flanged wheels lying in the same vertical plane as the carriage
wheels h. The arms i serve to guide the axles f when the same is being raised or
lowered, these arms being connected linkwise either with the trucks'
the carriage wheel axles h¹. The springs inserted between the trucks and the
carriage axles are shown at k, Figures 6 and 7, and the axles h¹ are guided in
vertical longitudinal slots 62 in the plates & connected to the trucks b. It is thus
possible, in working railways to distribute the load according to requirements upon
the carriage and the flanged wheels. In order that the vehicle may run well on
the rail in spite of the use of the trucks, these latter engage by a roof-shaped piece
into a coresponding recess m¹ of the carriage body m, as shown in the transverse
section Figure 4, which is drawn to a larger scale.
If the carriage is to be transferred from the road to the rails it is drawn on to
the said rails by draft animals. The flanged wheels y are then lowered by turning
the screw e until they touch the lines, and the screw is then continued to be
turned to an extent corresponding to the load to be put upon the flange wheels,
while the balance of the load is carried by the carriage wheels h. Such a distribu-
tion of the load is, as already mentioned, made possible by the springs k inserted
between the trucks b and the carriage axles, and offers many advantages. If the
flange wheels are not loaded and are used only for guiding the carriage on the rails,
sliding might very easily take place when passing rapidly round curves. On the
other hand however, should the load be entirely transferred to the flange wheels,
the whole weight would have to be raised to a certain extent by means of the
setting apparatus, with the expenditure of great power, and moreover it would be
necessary to construct the said setting apparatus very strongly.
Carriages with the above described arrangement can then be used on the rails
by being coupled up to a train of any desired length and can be transported further
by a single source of power, in which the loading of all the wheels also proves
very advantageous. Further the setting apparatus described offers the further
advantage that the carriage body can be arranged immediately over the axles of
the carriage, which gives a much smaller total height; i.e. a greater stability
than in similar vehicles.
In transferring the carriage to ordinary roads it is only necessary to proceed in
the reverse manner, by moving the flange wheels, by a corresponding turning of the
screw away from the rails, then fixing a pole, which is carried with it, in the
fork of one of the trucks and pulling the carriage off the rails by draft animals.
Having now particularly described and ascertained the nature of our said
invention, and in what manner the same is to be performed, we declare that what
we claim is: -
A vehicle both for common roads and railways distinguished by an under frame
consisting of two trucks, which in their horizontal rotary motion relative to the
carriage are dependent upon each other, and each of which has a pair of wheels
with flanges, as well as a pair without flanges, and in which all the wheels run
simultaneously on the rails, and at the same time can be so set by a regulating
arrangement by means of compensating springs, that the weight is distributed over
the four wheels of each frame or truck, essentially as described.
Datad this 4th day of February 1899.
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London, W.C.,
Agents for the Applicants.