IMPROVEMENTS IN CAR WHEELS FOR RAILWAYS AND TRAMWAYS
Year: 1882

page_text: "
LETTERS PATENT to William Morgan Brown Patent Agent of 38 Southampton
Buildings London for an Invention of "IMPROVEMENTS IN CAR WHEELS
FOR RAILWAYS AND TRAMWAYS A communication to me from abroad by
George Washington Miltimore of Chicago Cook County Illinois United
States of America.
PROVISIONAL SPECIFICATION left by the said William Morgan Brown at
the Office of the Commissioners of Patents on the 15th August 1882.
WILLIAM MORGAN-BROWN Patent Agent of 38 Southampton Buildings London
"IMPROVEMENTS IN CAR WHEELS FOR RAILWAYS AND TRAMWAYS [A commu-
nication to him from abroad by George Washington Miltimore of Chicago Cook
County Illinois United States of America.]
Wheels for railway cars were formerly almost universally made of cast iron and
in a small piece, to obviate many disadvantages attending the use of wheels made
of this material and in this manner principal among which is their liability to
crack, particularly in cold weather, it has in recent years been found desirable to
make wheels by building them up from separate parts, and this has resulted either
in defective or costly structures.
The present Invention relates to this last named class of wheels, and its object is
to produce a wheel which shall be without the dangerous defects of the older
structures and yet avoid the great expense attending the production of the more
approved wheels.
To this end the Invention consists primarily in a wheel the spokes of which are
cheaply made from pieces of common commercial bar iron twisted in a peculiar
way to form their bearing surfaces.
It further embraces a novel method of assembling and securing the parts, and
also many details of construction both singly and in various combinations, by all
of which the character of the wheel is greatly improved and the labor and expense
attending the production materially lessened all of which will be herein after fully
explained and particularly pointed out.

page_text: In the accompanying drawings Figure 1 is a side elevation of a wheel
embodying the Invention, one half of the hub plate being broken away to show
the converging ends of the spokes. Figure 2 is a transverse vertical section of
the wheel showing the axle in position. Figures 3 and 5 are perspective views of
one of the spokes, taken from opposite points of sight. Figure 4 is a plan view of
one of the spokes before being twisted. Figure 6 is a side elevation, partly in
section, of a portion of the rim of the wheel, showing more clearly the manner of
seating the outer ends of the spokes. Figure 7 is an inside view of the same
portion of the rim.
The rim 1 of the wheel is made of steel or wrought iron and is of the usual
shape to enable it to run properly upon the track rails. Around its interior
periphery it is provided with a series of mortises 5 which receive the tenons of the
spokes.
The spokes 2 are made from ordinary flat bars of commercial iron of suitable
dimensions cut to the required length. Their outer ends are provided with
tenons 6 to enter the mortises 5 in the rim of the wheel and square shoulders 19
to bear against the seats 25 formed upon its inner periphery.
Their inner ends are cut away at their edges 7 so as to form substantially the
sectors of a circle while at about mid length they are pierced by holes 3, the
purpose of which will hereafter appear, and twisted a quarter turn to bring them
to the form clearly shown in Figures 3 and 5.
When a series of spokes of the construction just described have their tenons
entered into the mortises of the rim and are depressed and assembled in a radial
series within said rim, they will present the appearance shown in Figure 2, their
beveled inner ends 7 fitting together like the sectors of a circle and forming a flat
even surface on opposite sides.
When the wheel is in this condition, it being properly supported, a mandrel is
forced through the opening 8 between the converging inner ends of the spokes
such mandrel being of sufficient size to force each one of the spokes outward and
seat its shoulders 19 firmly against the rim. The shoulders 11, formed on both
sides of the spokes by the twist in the bar, are then, by the use of a suitable
instrument, cut away so that they will present perfectly circular bearing seats of a
given diameter upon opposite sides.
The hub plates 9-10 which are of such size as to fit tightly into the bearing
seats thus formed, and of sufficient thickness to afford a proper bearing upon the
axle, are then placed over the mandrel and pressed to their proper position within
the seats, thus resting against the shoulders of the spokes and operating to hold
them securely in the position to which they have been forced. Holes 20 are then
bored through the hub plates and spokes, and the parts are secured together
by bolts 12 which are fastened either by riveting or by nuts as shown in
Figure 2.
It should be here remarked that it is not necessary that there should be a bolt
for each spoke, as a less number will often be found sufficient to hold the wheel
firmly together, the intervening unbolted spokes being held in position by the hub
plates. After the hub plates have been bolted in place the mandrel is removed
and the central opening or axle bearing 8 is reamed out to the desired size, after
which the axle 4 is forced into position by hydraulic or other pressure and the
wheel is complete.
It is to be remarked that the spokes should be cut of such a length and the
opening in the hub plates be made of such a size that the opening 8 when the
mandrel is forced through it, will be considerably smaller in size than it is to be
when the wheel is finished. This will permit of great force being used so as to
press all of the spokes snugly home even though there may be a slight variation
in their lengths, and admit of a marring of their ends without injury, though it
will entail considerable reaming out to produce a perfectly circular bearing so that
all the spokes may rest upon and have the entire surface of their ends bear against
the axle when it is finally forced into its bearing.

page_text: It is well known by those familiar with the art, that the rim or tire of a car
wheel when in use is gradually drawn or enlarged by reason of the constant
concussion to which it is subjected in passing over the rails of the track. When,
as in the present case, the rim and the interior parts of the wheel are not integral,
this gradual enlargement of the rim unless compensated for, becomes a serious
defect, as thereby the spokes become loose and the wheel is rendered unsafe.
To compensate for this enlargement of the rim and to ensure that the spokes
shall always be perfectly tight the latter are provided with holes 3 located as shown
in Figures 4 and 5 so as to cut the columns of metal forming the longitudinal axes
of the spokes.
From this it results that when the mandrel is forced between the converging
ends of the spokes to seat them against the rim it acts, not against the resistance
of straight columns of metal, but against the resistance of the curved portions or
rings 21 which ns will be readily understood will spring and be slightly shortened
if great pressure is applied.
The force expended in thus springing and shortening the spokes will of course
be constantly exerted in tending to restore the spokes to their normal length and
shape so that as the rim of the wheel is gradually enlarged the spokes will
constantly press outward and remain firmly seated against its inner periphery.
The inner periphery of the rim of the wheel is for the most part allowed to
remain in the rough condition in which it comes from the forge or mould, only the
seats 25 for the shoulders 19 of the spokes being accurately finished. These
seats instead of being arcs of a circle are made flat, as shown in Figures 6 and 7,
thus permitting the shoulders 19 of the spokes to be flat instead of convex thus
rendering their construction much simpler and less expensive.
Much labor is also saved by making the seats 25 flat instead of concave,
because by so doing the necessity of turning the interior periphery of the rim is
avoided the seats being cut by a planer or by a milling apparatus.
Although the preferred structure is that in which the inner ends of the spokes
have a solid bearing, yet the herein before described method may be applied to the
making of wheels in which the ends of the spokes are shortened so that they
depend wholly for support upon the shoulders 11.
The shoulders 11 may be straight instead of arc shaped, in which case the hub
plates must be polygonal instead of circular. This form of wheel would not,
however, be desirable as it would be more expensive to produce.
The method just described although particularly adapted to the manufacture of
wheels for railway cars may be successfully applied in the production of wheels for
rolling stock generally.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed by
the said William Morgan-Brown in the Great Seal Patent Office on the
13th February 1883.
WILLIAM MORGAN-BROWN Patent Agent of 38 Southampton Buildings London
"IMPROVEMENTS IN CAR WHEELS FOR RAILWAYS AND TRAMWAYS" A commu-
nication to me from abroad by George Washington Miltimore of Chicago, Cook
County, Illinois, United States of America
Wheels for railway cars were formerly almost universally made of cast iron and
in a single piece. To obviate many disadvantages attending the use of wheels
made of this material and in this manner principal among which is their liability
to crack particularly in cold weather, it has in recent years been found desirable
to make wheels by building them up from separate parts, and this has resulted
either in defective or costly structures.
The present Invention relates to this last named class of wheels and its object is
to produce a wheel which shall be without the dangerous defects of the older
structures and yet avoid the great expense attending the production of the more
approved wheels.
To this end the Invention consists primarily in a wheel the spokes of which are
cheaply made from pieces of common commercial bar iron twisted in a peculiar
way to form their bearing surfaces.
It further embraces a novel method of assembling and securing the parts and
also many details of construction both singly and in various combinations by all of
which the character of the wheel is greatly improved and the labor and expense
attending its production materially lessened all of which will be hereinafter fully
explained and particularly pointed out.
In the accompanying drawings Figure 1 is a side elevation of a wheel embodying
the Invention, one half of the front hub plate being broken away to show the
converging ends of the spokes. Figure 2 is a transverse vertical section of the
wheel showing the axle in position. Figures 3 and 5 perspective views of one
of the spokes taken opposite points of sight. Figure 4 is a plan view of one
of the spokes before being twisted. Figure 6 is a side elevation partly in section
of a portion of the rim of the wheel showing more clearly the manner of seating
the outer ends of the spokes. Figure 7 is an inside view of the same portion of
the rim.
The rim 1 of the wheel is made of steel or wrought iron and is of the usual
shape to enable it to run properly upon the track rails. Around its interior
periphery it is provided with a series of mortises 5 which receive the tenons of the
spokes. The spokes 2 are made from ordinary flat bars of commercial iron of
suitable dimensions cut to the required length. Their outer ends are provided
with tenons 6 to enter the mortises 5 in the rim of the wheel and square shoulders 19
to bear against the seats 25 formed upon its inner periphery.
Their inner ends are cut away at their edges 7 so as to form substantially the
sectors of a circle while at about mid length they are pierced by holes 3 the
purpose of which will hereafter appear, and twisted a quarter turn to bring them
to the form clearly shown in Figures 3 and 5.
When a series of spokes of the construction just described have their tenons
entered into the mortises of the rim and are depressed and assembled in a radial
series within said rim, they will present the appearance shown in Figure 2 their
beveled inner ends 7 fitting together like the sectors of a circle and forming a flat
even surface on opposite sides.

page_text: When the wheel is in this condition, it being properly supported, a mandrel is
forced through the opening 8 between the converging inner ends of the spokes such
mandrel being of sufficient size to force each one of the spokes outward and seat its
shoulders 19 firmly against the rim. The shoulders 11 formed on both sides of the
spokes by the twist in the bar, are then, by the use of a suitable instrument
cut away so that they will present perfectly circular bearing seats of a given
diameter upon opposite sides.
The hub plates 9-10 which are of such size as to fit tightly into the bearing
seats thus formed and of sufficient thickness to afford a proper bearing upon the
axle, are then placed over the mandrel and pressed to their proper position within
the seats, thus resting against the shoulders of the spokes and operating to hold
them securely in the position to which they have been forced.
Holes 20 are then bored through the hub plates and spokes, and the parts are
secured together by bolts 12 which are fastened either by riveting by nuts as
shown in Figure 2.
It should be here remarked that it is not necessary that there should be a bolt
for each spoke as a less number will often be found sufficient to hold the wheel
firmly together the intervening unbolted spokes being held in position by the hub
plates.
After the hub plates have been bolted in place the mandrel is removed and the
central opening or axle bearing 8 is reamed out to the desired size, after which the
axle 4 is forced into position by hydraulic or other pressure and the wheel is
complete.
It is to be remarked that the spokes should be cut of such a length and the
opening in the hub plates be made of such a size that the opening 8 when
the mandrel is forced through it, will be considerably smaller in size than it is to
be when the wheel is finished. This will permit of great force being used so as to
press all of the spokes snugly home, even though there may be a slight variation
in their lengths, and admit of a marring of their ends without injury though it will
entail considerable reaming out to produce a perfectly circular bearing so that all
the spokes may rest upon and have the entire surface of their ends bear against
the axle when it is finally forced into its bearing.
It is well known by those familar with the art that the rim or tire of a car wheel
when in use is gradually drawn or enlarged by reason of the constant concussion
to which it is subjected in passing over the rails of the track. When as in the
present case the rim and the interior parts of the wheel are not integral, this
gradual enlargement of the rim unless compensated for becomes a serious defect as
thereby the spokes become loose and the wheel is rendered unsafe.
To compensate for this enlargement of the rim and to ensure that the spokes
shall always be perfectly tight the latter are provided with holes 3 located as
shown in Figures 4 and 5 so as to cut the columns of metal forming the longitudinal
axes of the spokes.
From this it results that when the mandrel is forced between the converging
ends of the spokes to sent them against the rim it acts not against the resistance of
straight columns of metal but against the resistance of the curved portions or
wings 21 which as will be readily understood will spring and be slightly shortened
if great pressure is applied.
The force expended in thus springing and shortening the spokes will of course be
constantly exerted in tending to restore the spokes to their normal length and
shape so that as the rim of the wheel is gradually enlarged the spokes will
constantly press outward and remain firmly seated against its inner periphery.
The inner periphery of the rim of the wheel is for the most part allowed to
remain in the rough condition in which it comes from the forge or mold, only the
seats 25 for the shoulders 19 of the spokes being accurately finished. These seats
instead of being arcs of a circle are made Bat as shown in Figures 6 and 7 thus
permitting the shoulders 19 of the spokes to be flat instead of curved thus rendering
their construction much simpler and less expensive.

page_text: Much labor is also saved by meaking the seats 25 flat instead of concave, because
by so doing the necessity of turning the interior periphery of the rim is avoided
the seats being cut by a planer or by a milling apparatus.
Although the preferred structure is that in which the inner ends of the spokes
have a solid bearing, yet the herein before described method may be applied to the
making of wheels in which the ends of the spokes are shortened so that they
depend wholly for support upon the shoulders 11.
The shoulders 11 may be straight instead of arc shaped in which case the hub
plates would be polygonal instead of circular. This form of wheel would not however
be desirable as it would be more expensive to produce.
The method just described although particularly adapted to the manufacture of
wheels for railway cars may be successfully applied in the production of wheels for
rolling stock generally.
Having now described and particularly set forth the nature of the said Invention
and the manner of carrying the same into effect I would have it understood that
what I claim is:-
.
1. The herein described method of making car wheels, the same consisting in
placing the spokes in position within the rim then pressing them outward by
forcing a mandrel between their converging ends, then cutting the shoulders on
the spokes so that they will form a circular seat and then inserting and securing
on each side hub plates of such size that they will bear upon the shoulders of all
the spokes substantially as described.
2. The herein described metal wheel, consisting of a rim, spokes provided with
bearing shoulders against which hub plates rest upon opposite sides, the inwardly
projecting ends of which spokes bear upon the axle substantially as described.
3. A spoke as 2 made of bar iron twisted by a quarter turn to form shoulders,
as 11, and cut away at its inner end as shown so that the ends of all the spokes
will form a common bearing substantially as described.
4. A spoke as 2 made of bar iron twisted by a quarter turn to form shoulders
as 11 and provided with a hole as 3 located so as to cut the longitudinal axis of
the spoke at the point of the twisting substantially as described.
5. In a car wheel, a solid rim having its periphery mortised to receive the
tenons of the spokes and cut away to form flat seats for the shoulders of the spokes
substantially as described.
6. In a car wheel the combination of the solid rim having its inner periphery
mortised to receive the tenons of the spokes and cut away to form flat seats for the
shoulders of the spokes and the spokes having tenons and flat or square shoulders
as 19 substantially as described.
In witness whereof I the said William Morgan-Brown have hereunto set my
hand and seal this thirteenth day of February in the year of our Lord
One thousand eight hundred and eighty three.