improvement in manufacturing Car у песть.
Year: 1887

page_text: improvement in manufacturing Car у песть.
I, JAMES RIGBY, of 1226 Sixth Street, S.E., in the City of Minneapolis, State of
Minnesota, United States of America, Manufacturer, 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, first, to the method of forming wrought-iron or steel and
aluminum car-wheel bodies and the dies therefor; and second, to the method of
uniting the body of the wheel to its wrought-iron or steel tire and forming a completed
car-wheel.
My improved car-wheel consists of a web or body of wrought iron or steel, and a
tire of wrought-iron or steel-but preferably of steel with aluminum-made separately.
and then joined in a neat, durable manner, substantially free from projections and
depressions and capable of great service without repair.
One of the objects of my invention is to produce a car-wheel in sections (a body or
web and a tire) without boring or perforating any of the sections and without the use
of bolts to connect the sections together. Another object is to provide for stamping
up the cast wrought-metal bodies while hot, in suitable dies. A further object is to
provide for quickly and neatly locking the body and tire together, in such manner
that they shall not be liable to rattle or work apart and to produce a light, strong, and
durable car-wheel which shall successfully with-stand the pressure and strain incident
to car-wheels used on heavy trains, over rough tracks and heavily graded road beds.
I will first describe the dies and method of using them for carrying out the first
part of my invention, and then I will describe in detail, the construction of the body
and tire and the method of uniting them together to form a finished car-wheel, under
the second part of my invention.
In the accompanying drawing, Figure 1, represents a perspective view of a pair of
dies and an encircling band used in connection therewith. Figure 2, represents a
vertical section of the same, showing the body of the car-wheel, as it appears when
pressed between the dies. Figure 3, represents a plan view of the surface or form of
the anvil die, showing the annular bead and the radial depressions, or intaglio ribs,

page_text: cut in the same. Figure 4, represents a front view of my improved wheel with the
locking ring and wedge in position. Figure 5, represents a similar view with the
locking ring removed, showing the holes bored to receive dowell pins which prevent
the tire from turning upon the body of the wheel. Figure 6, represents a vertical
cross-section, showing the means I employ to secure the body and tire together.
Figure 7, represents an enlarged sectional detail of the tire. Figure 8, represents
the spring locking ring, with the wedge-shaped key in position.
Referring now to figures 1 to 3 inclusive, I will describe the first part of my in-
vention relating to the dies, and the method of forming car-wheel bodies therewith.
A, represents what I call the anvil or under die. This die is the counterpart of the
inside of the body of my car-wheel. It is constructed with a centering stem or post a
(this stem is not fixed, but may be removed with the wheel) an annular bead b, a
shoulder c, over which the retaining ring B passes, and an annular flange or shoulder d,
to support the retaining ring. In the annular bead b, are cut any desired number
of radial recesses, or intaglio ribs e, e. The radial grooves or intaglio ribs e, e, and
annular recess c¹ may be formed in the lower face of the upper die C, if desired,
instead of the lower or anvil die, as the soft metal of the wheel body may be forced
into the depressions of either die under the blows of the steam hammer.
B, represents the retaining or die ring, which fits over shoulder
and rests upon
C,
flange d; this ring is made slightly tapering on the inside, and is adapted to retain
the periphery of the wheel body from undue expansion, when great force is brought
to bear upon it. This retaining ring is strengthened or re-enforced by the annular
ribs g.
C, represents the upper cap or pressure die, the bottom side of which is a counter-
part of the outer side of the body of my car-wheel, and whose diameter is nearly that
of the inside of the ring B. This die C, is adapted to fit snugly within the ring B,
and has a recess which also accommodates the stem or post a, which rests in the center
of the lower die, and the post answers the double purpose of forming the central
opening in the wheel to receive the axle, and of a guide to the upper die C, to keep it
from sliding out of alignment with the inner face of the ring B.
H, is the space occupied by the wheel body, and is substantially the form desired.
The rib of the wheel may be formed in any desired pattern or shape, by changing
the dies.
:
Having described the dies and their mechanism, my new and improved wheel, is
made as follows.
The wheel is first cast, in the usual way, in a single plate, and substantially in the
form desired, with an axle opening. The retaining ring B, having been placed in
position upon the anvil die, the wheel body is taken from the mould in as soft a state
as it can be handled; it is then placed inside the retaining ring and upon the anvil
die, the opening in the hub fitting over the centering stem or post a, the pressure die C,
is then placed in position upon the wheel body and is held in position by the
retaining ring the pressure die is then struck several blows of from 50 to 100 tons
each, by a steam hammer or other power, the number of blows necessary to shape the
wheel being governed according to circumstances and the heat of the wheel. By the
force of these blows the wheel assumes the exact shape of the faces of the dies. The
soft metal is forced into the recesses e, e, cut in the annular bead b, thus raising upon
the inside face of the wheel, a series of radial ribs corresponding in height to the
depth of the recesses e e, usually one-half or three-fourths of an inch in the highest
point. After the wheel is formed, the pressure die is removed, the retaining ring
lifted off by a crane or other means and inverted, it being made slightly tapering,
the wheel is easily knocked out and left to cool, being afterwards fitted up in the
usual way.
It will be seen that by this process of manufacture the iron or steel is thoroughly
hammered or wrought, and will possess all the qualities of the best wrought steel or
iron, is much more uniform in strength, weight and compactness than can be produced
by rolling, and that the wheel so made is practically indestructible.
Wrought scrap iron or steel is preferably used in manufacturing my car-wheel

page_text: bodies and it is preferably melted in a hydrocarbon furnace, and in the molten state is
mixed with aluminum and cast in suitable moulds, corresponding generally in shape
and size to the dies used for working it up, and in which moulds the radial ribs may
be cast with the car wheel body.
During the operation of melting, or when the metal is at or near the molten state,
a small per cent. of aluminium, or an alloy of iron and aluminium is added and
incorporated with it; the metal then quickly becomes fluid as the melting point of the
mixture is lower than that of the iron or steel alone, and is in the best condition for
casting. The tires of my wheels are also formed of the mixed iron or steel and
aluminium, and the mixed molten metal may be cast into blanks from which the tire
is rolled and hammered into shape and to the desired size; or the tires may be cast in
moulds and then worked up in dies. By the incorporation of aluminium with the
iron or steel, its melting point is lowered and the metal is made more malleable while
its tensile strength is greatly increased. On account of the lowered melting point, a
sharper and better casting may be obtained, and also owing to this quality and the
improved malleability the tire and body may be much better worked up in the dies.
My car-wheel bodies are preferably cast in metallic moulds having double walls in
which steam is circulated to prevent injury to the metal of the mould and to prevent
the metal of the casting from becoming chilled and hardened too much on the surface,
whereby a clean sharp-lined casting is produced which is in the most favorable
condition to work up in the dies. A beveled spring locking ring having a thick outer
edge may be used to secure the tire to the body and the lip i, shown in figures 6 and 7,
hammered down upon the beveled ring so as to embrace it and firmly hold the
parts together.
Referring now to figures 4 to 8 inclusive, in the drawings, I will describe in
detail the peculiar features of the body and tire and the method of securing them
together to form a finished car-wheel. The web or body A, of the wheel, has cut on
its inner face, near its periphery, an annular groove a, so as to form an annular bead
or tongue f of proper dimensions to fit into the groove c in the tire, and at the
center is provided with the usual hub and axle opening H. The tire, after formation in
the rough condition, is placed in a lathe and turned, so as to form the inwardly
extending flange b, and upon the inside of this, is cut the annular groove c forming
the annular bead or tongue d, projecting horizontally or at right angles to the inner
face of the tire, and of proper dimensions to fit into the groove a, in the body A.
An annular groove e, is cut in the inner periphery of the tire near its outer face, so
as to form the inwardly projecting lip or flange i, the groove being cut sufficiently
deep (about three-eighths of an inch) to receive and retain the spring arc C. This
groove is preferably cut after the tire is placed upon the body of the wheel, in order
to secure a neater and better fit of the parts. There is sufficient difference in
size between either tongue and groove to permit expansion and contraction of the
metal. The grooves and tongues are formed with round corners to prevent them
from cutting each other. A shoulder l, is formed between groove a and the hub of
the wheel body, which abuts squarely against the inwardly projecting flange b, on the
tire when the parts are in position.
The spring locking ring C, is preferably made in two sections and is composed of
the finest quality of spring steel; it is made about one-half inch thick and from
three-quarters to an inch wide.
The body of the wheel and the tire being formed with the corresponding grooves
and tongues as described, the body is forced into position in the tire, the parts being
practically dove-tailed together in direct alignment with the flange of the car wheel.
Short holes for the dowel pins h, h, two or more, are now bored in the joint between
body and tire, and steel dowel pins inserted for the purpose of preventing the tire
from turning upon the body in case such tire should expand and become loose upon
the body of the wheel. The spring locking ring C, when in position, covers the
pins and prevents them from working out. The spring arcs of ring C, are now
sprung under pressure, into the annular groove e, in the tire, to which it is fitted, then
the wedge-shaped key D,.having a rivet hole, is forced by a powerful screw clamp,

page_text: into position between the free beveled ends of the locking ring, thus spreading the
latter and forcing it snugly into its groove e. While the key is held in position by
the screw-clamp, a hole is bored through the tire and body, on a line with the hole in
the key, and a rivet is inserted and the key thus secured in place, and the tire is
securely locked to the body by ring C. With this construction, there are no bolts
or rivets to work loose and imperil the strength of the wheel or require frequent
repair. The parts are perfectly and neatly secured and cannot get out of order in
the ordinary use of the wheel.
Having now particularly described and ascertained the nature of my said
invention and in what manner the same is to be performed, I declare that what
I claim is:-
1
1. The process of making car-wheel bodies herein described, consisting in first
casting the body in a single solid piece of a form approximating that to the finished
wheel body, and having a central hole for the axle then placing the casting in a die
box having a central pin or post of a size and shape to correspond with the axle
aperture, and finally hammering said body, while still in a heated condition from
the casting process, into final form without removing it from the die substantially
as set forth.
2. The process of making car-wheel bodies herein described, consisting in first
casting the body in approximately completed form with a series of radial ribs, then
placing said casting in a die box, in which one of the dies is provided with a series
of radial grooves to complete the radial ribs on the wheel body, and finally hammering
said casting into completed form without letting it cool from the casting operation
and without rotating the hammering or presser die, substantially as set forth.
3. The car wheel body cast and forged in a single piece and provided with a hole
in its center and radial ribs on its surface extending from the center out to the rim
and shoulders at the outer ends of the said radial ribs, to support and strengthen the
outer portion of the wheel body, all constructed substantially as and for the purpose
described.
4. In apparatus for use in manufacturing car wheels the combination of the upper
and lower dies with the tapered ring B, substantially as and for the purpose set
forth.
5. The combination of the upper and lower dies with the central post a, loosely
placed in one of the dies, and the tapered ring B, substantially as and for the purpose
specified.
6. The combination of the upper and lower dies with the post a, and the tapered
ring B, the latter being provided with the strengthening ribs g, g, on its outer
periphery, substantially as described.
7. In apparatus for use in producing car-wheels, the lower die provided with a
shoulder d, around its outer lower portion, and a shoulder c, above the shoulder d
around the outer periphery of the die, which shoulders form a seat for a ring B, in
combination with said ring B, and an upper die, substantially as and for the purpose
specified.
8. The combination substantially as-herein-before set-forth, of the lower die having
an outwardly projecting shoulder d, extending beyond the limit of the inner
periphery of the ring B, substantially as described, for supporting the ring B, in
combination with the said ring and the upper die C, which fits within the ring,
substantially as described.
9. A.die having formed in its face, radial depressions or intaglio ribs in combination
with a second die and the ring which holds the plastic metal within the die cavity, as
and for the purpose described.
10. The herein described method of securing together the body and the tire of a
car-wheel, which consists in placing the body of the wheel within a tire which is
provided with an inwardly projecting flange and tongue on its inner periphery and a
groove at the opposite end and securing the body and tire together by a ring which
fits within the groove in the tire, substantially as described.

page_text: 11. The herein described method of securing together the body and tire of a car
wheel, which consists essentially in placing the body of the wheel within the tire,
said tire having an inwardly projecting flange and tongue on its inner periphery, and
also having a groove within its inner periphery near the opposite end of the tire and
securing the body in place within the tire by an expansible ring and locking the
ring rigidly in place substantially as described.
12. The herein described method of securing together the body and tire of a
car-wheel, which consists in forming a flange on the inner portion of the tire and a
groove nearer the opposite end of the tire, and placing the body of the wheel within
the tire between the inwardly projecting flange and the groove and securing it in place
by an expansible ring, which is forced into the groove in the tire and which is locked
in position by a wedge or other suitable equivalent, riveted, or otherwise rigidly
secured in place, substantially as described.
13. A car-wheel consisting of a tire and web, secured together by a circular ring
or arc, in combination with dowels to prevent the tire from turning on the web, said
dowels being in direct contact with the arc, substantially as described.
14. In a car-wheel, a web or body provided with the recess or groove in its outer
portion, in combination with a tire having one of its edges provided with a flange, said
flange extending in considerably beyond the plane of the inner periphery of the tire,
beneath the outer flange of the tire, and provided with a projecting tongue which fits
into a corresponding recess or groove in the web of the wheel, and a locking arc for
securing the tire and web together, substantially as described.
15. In a car wheel, the combination of the body or web of the wheel, provided with
the recess or groove near its outer periphery and having a shoulder and a recess
whose sides are approximately parallel with the plane of the sides of the wheel and tire,
with the tire which has a corresponding projecting tongue which fits into the recess
in the body of the wheel, said projecting tongue on the tire coming directly beneath
the flange of the wheel, and an arc ring which fits in the recess in the tire and
extends at right angles to the plane of the inner face of the tire thus abutting squarely
against the body of the wheel, substantially as described.
16. A car-wheel consisting of a web or body and a tire, both composed of steel or
wrought iron mixed with aluminium, and means for securing them together, for the
purpose described.