IMPROVEMENTS IN ANTIFRICTION ROLLER BEARINGS AND ADTI Demo D
Year: 1882

page_text: LETTERS PATENT to Thomas Fritz Hemmich, of Reading, Berks County, in
the State of Pennsylvania, one of the United States of America, for an
Invention of "IMPROVEMENTS IN ANTIFRICTION ROLLER BEARINGS AND
ADTI
Demo
D
COMPLETE SPECIFICATION filed by the said Thomas Fritz Hemmich at the
Office of the Commissioners of Patents on the 14th March 1882.
66
THOMAS FRITZ HEMMICH, of Reading, Berks County in the State of Pennsyl-
vania, one of the United States of America. IMPROVEMENTS IN ANTI-FRICTION
ROLLER BEARINGS AND ADJACENT PARTS FOR RAILWAY-CAR AXLE AND OTHER
BEARINGS AND STEPS."
This Invention relates to that class of bearings which are provided with a series
of anti-friction rollers and consists in a novel construction and mode of arranging
the same and of the surfaces on which they act. My improved bearing will
operate in either a horizontal or vertical position indifferently and without any
sensible amount of friction.
One portion of the Invention relates to a peculiar construction of pedestal or
housing for the application of these rollers to railway-cars.
Another portion of the Invention relates more particularly to that class of
upright shafts or spindles where it is desirable to give a nice adjustment to the
step.
I am aware that it is not new to reduce the friction of journals, shafting, axles
and steps by running the same upon rollers, usually termed anti-friction rollers.
Yet my Invention so simplifies their application and reduces the cost of con-
struction as to constitute an advance over what has preceded mine in this class of
bearings.
The following is a description of what I consider the best means of carrying out
the Invention.
Referring to the Drawings herewith, forming part of this Specification, in which
similar Figures represent similar parts,

page_text: Figure 1, represents a front perspective view of a car axle box, according to my
Invention;
Figure 2, a corresponding rear view ;
Figure 3, a horizontal sectional plan through the centre of the same;
Figure 4, represents a front elevation of an alternative pedestal ;
Figure 5, a rear elevation of a pedestal which dispenses with the yoke;
Figure 6, a front elevation of the box as adapted to a pedestal without a yoke,
shown in Figure 5;
Figure 7, a side elevation of the same;
Figure 8, an elevation of an anti-friction roller.
Figure 9, an elevation of a step-box for a spindle or upright shaft;
Figure 10, a central vertical section of the same;
Figure 11, represents an elevation of a grist-inill spindle showing in section the
step and the mill-spindle bush constructed according to my Invention;
Figure 12, represents a plan seen from below, of the exterior mill bush ;
Figure 12a represents an elevation partly in section of the interior bush;
Figure 13 represents a plan of the bridge tree plate.
Figure 14 represents a half-sectional elevation of the spindle dropped out of its
proper place the better to show its construction.
Figure 15 represents a spindle thrown out of perpendicular by the sinking of the
husk or by any other cause and still retaining a direct bearing upon the step from
the action of the spherical base of the shell seat;
Figure 16 represents what I esteem the most complete form for a car axle
bearing according to my Invention.
Similar letters of reference indicate corresponding parts in all the Figures where
they occur.
A represents the axle shaft or spindle.
Referring more particularly to Figures 1, 2 and 3, B is the pedestal for the axle
box, B¹ a pad on the pillars used with a wrought iron yoke; B' bolts, or holes by
which the pedestals are secured in the wrought iron frames, and C the case or shell
of the axle-box. The interior of the case or shell is cast upon a chill to give a
hardened wearing surface for contact with the rollers K. C₁ are guides at the sides
sliding between the legs of the pedestal. C is a seat at the top of the case for a
strong spring of rubber or other material. C is a cap or dust-guard; C³ ears on
Ce is a
both case and cap by which the two are secured; or connected with bolts.
hole in the cap for the passage of the axle shaft or spindle. C7 is a hole at the
base of the case by which any dirt accidentally entering the case will be discharged.
A is a tapered reduced portion of the axle shaft or spindle; A2 set bolt for
retention of chilled head; D a rubber or elastic spring placed between the pedestal
top and seat C; E a rubber or elastic spring placed between the case and yoke
abutting in C3 on the case and in a cap F inside of the yoke. G is a wrought
iron yoke secured by bolts on the post B¹ and extending around the front of the
case or shell C.
Referring to Figure 4, G¹ is a yoke cast with and forming part of the
pedestal B³. H is a set screw passing through the yoke and centering upon the
cap F.
Referring to Figures 5, 6 and 7, H' is one of two bolt-holes through seat Con
the pedestal. K are cone-rollers upon which the axle-shaft or spindle has its bearing,
they in turn resting upon the chilled interior of the case or shell C. They may be
made of any hard metal, iron, steel or bronze. I prefer to make them of cast-iron
in a special chill kept at a uniform temperature so that each roller cast in the same
chill shall be of uniform size and of equal hardness. L is a chilled iron, cast steel
or other hard metal shell, cast upon a mandrel and within a chill so that all cast
therein shall be duplicates and will be drawn upon the reduced ends A², of the axle
shaft or spindle A, by the bolt As. The head L' of the metal shell is usually of
greater diameter than the shaft or spindle to which it is applied. For horizontal
shafts or car axles I prefer to make it as shown in Figure 3.

page_text: S S, Fig 6 are ears extending from the caps C, and bearing strongly on the
two springs E, which are fitted in recesses C³ in the pedestal B. In this form the
Invention is adapted to a pedestal without a yoke, as shown in Figure 5.
Referring to Figures 9 and 10, N is a supporting ring cast with or bolted to the
case C, to support the same, when employed as a step, bearing seat or footstep for
an upright shaft. Its base is cut away so as to form three or more feet R upon
which it rests.
In constructing the shell and rollers I do not limit myself to any special angle
for the same although I prefer for the hard conical interior of the shell C, or roller
bed, an angle of about 30 degrees for horizontal shafts, and a somewhat greater
angle for upright shafts.
The bearing may be of any length desired the rollers being of a corresponding
length. For railway car axles and grist-mill spindles of ordinary size say about
four inches diameter, I can employ rollers from 5 to 7 inches long and of about
1 inches diameter at the small end and about 21, inches diameter at the base or
large end. The rollers should fill the space between the chilled or case-hardened
shell L, and the seat of C, so as to work freely, but not too loose. In this way the
strain whether from a vertical or horizontal direction is equally distributed over the
entire set of rollers, and the roller bed. It will be noticed that in my arrangement
of rollers their bases are so chamfered that the head L' of the bearing shell L rests
in a vertical shaft or spindle fully upon the rollers, thus preventing any tendency
to rise which from their tapered form might result. By my improvement the forces
are balanced and the shaft or spindle remains permanently at its first adjustment,
the footstep in close contact with the faces of the rollers, and the head L' upon the
chamfered base of the same.
In the horizontal arrangement as adapted to be used more particularly for car
axles, the sliding forces are resisted by the yokes G or G¹; and springs E. In
practice I do not find any tendency to slide away from the bearing, the yokes
being at opposite ends of the axle keep the forces in balance-the box being free.
to move in the pedestal and the seating D, at the top of the box, being elastic
relieves the box from vertical jars, while the spring E, relieves it from the effects
of end thrusts.
The advantages to be derived from the use of my improvement are manifold,
first the axles after being turned to fit the interior of the chilled cast iron, hardened
steel or metal shell bearings L, are prepared for a lengthened and indefinite term
of wear, governed solely by the abrasion of the wheel bearing in jacking off and
on. Under the ordinary system on the contrary when the journals of the axles
become worn; (the wheels still in good condition) the axle is put in the lathe and
the journal or bearing trued up, or if the journals are worn too much for repair, the
wheels are jacked off and new ends welded upon the axle or they are cut up and
reworked as scrap.
With my improvement the shell bearing L is removed from
the end A¹ and a new one substituted occupying but a few minutes to make the
change; after which the car is ready for use and the bearing is in as good condition
as when originally fitted up. The rollers are also as easily replaced when worn
and if necessary a new box can be substituted for an old or broken one as quickly
as with any of the axle boxes at present in use.
Second, the wear is less than with any box of which I have knowledge, owing
to the contact surfaces being chilled or case hardened. A footstep similar to
Fig 10 in a fire-brick grinder, exposed to the cutting effect of the dust of
ground fire-brick, and the strain of crushing the same, after twelve months constant
service has not worn off the skin surface of the casting.
Third, the economy is apparent, the wearing surfaces preferably of chilled cast-
iron, will operate together without any lubrication, and may be driven at a speed
far exceeding anything attained by our present railway cars, without heating, or
anxiety as to the ability to sustain such speed; the shell L and rollers K filling
the case C, and the jars being cushioned by the springs D and E, there cannot be

page_text: the excessive wear and tear, side thrusts and vertical jolts, experienced under the
present arrangement of axle bearings, and boxes for the same.
Fourth, duplicate shells, L, L', being provided at the repair shops and carried
upon the trains a car need not be thrown out of service longer than is required to
remove the box and old shell, and replace the latter with a new one and replace
the box.
Fifth, the fact that the box requires no oil for lubrication, peculiarly fits it for
use upon the elevated railroads of cities &c., where the dripping of grease upon the
pavement and pedestrians below is a serious grievance.
When first operated a small quantity of graphite or black lead is placed in the
box which fills any inequalities which may exist and makes smooth running from
the start. Should it be considered preferable to use a lubricator, the dirt-discharge
hole C7, is omitted, oil may then be introduced to the height of the lower edge of
the axle opening C, in the cap C; each roller as it is carried around the roller bed
will then carry with it over the shell bearing L, a liberal amount of the lubricating
material.
To the above must be added the economy of construction, the work with the
exception of the flanges and bolts, being all completed on leaving the foundry.
The style of pedestal to which I give preference shown in Fig 4, requiring only
the tapping for set screw H of the yoke G₁ to prepare it for the frame.
To meet objections which may be made to the yoke, I give an alternative design,
Fig 5, in which no yoke is used, placing the end thrust springs E, between the
box C, and pedestal B, removing from the front of the case C, the spring seat C³,
and placing ears S at the flange of the case to cover and secure the springs E in
their new position. Figures 1, 2 and 3 show the adaptation of my axle box to the
ordinary pedestal of the wrought iron-frame; a wrought iron yoke being carried
around the front of the box, and secured by bolts to a pad cast upon the pillars of
the pedestal a set screw H being tapped to press upon the spring cap F, of the
spring E.
The above remarks as to economy will apply to the use of my improved box
as a step or bearing for vertical shafts or grist mill spindles.
Referring to Figures 11, 12, 12, 13, 14, and 15 A represents the spindle
provided with the usual cock head, and the enlargement for the reception of the
pulley or gear by which it is driven, and in addition thereto to adapt it to my
improvement, has a tapered swell A* and collar A³ in place of the usual bush swell,
and at the lower end a reduced portion A' by which it is adapted to receive the
chilled collar L at the bush, and the chilled toe L L' at the step; C is the foot-step
shell or case, having an internal anti-friction roller seat, C* is a hemispherical base
to the shell, upon which it rests within the wall of and upon the floor of the
bridge tree plate. C**, C**, are abutments upon the exterior of the shell to
receive the thrust of the bridge tree plate adjusting screws. There are ears C5
upon both cap and shell whereby the two are secured together by bolts through
the same; C are dirt discharge holes in the spherical base of the shell.
U represents the interior mill-bush which is provided with an internal conical
anti-friction roller seat, and has a drum or circular form, expanded at its lower
edge to form the seat for the rollers, and having on its exterior surface guide-
feathers U, which engage with recesses T, in the exterior box or bush, when the
two bushes are in full contact. D₁ represents the bridge tree plate, the base being
of oblong form and having a circular wall or rim raised thereon, said rim having
ears D2 tapped for adjusting screws D³, the plate being secured to the bridge tree
by bolts through the bolt holes D. The bridge tree is pivoted at one end and
hung in a yoke of a screwed rod at the opposite end whereby the spindle and
upper mill stone may be lifted or lowered, by manipulating a hand wheel near the
stone case or curb. No part of this device is shown in the Drawings, it being well
known and in common use. K represents chilled anti-friction rollers placed at the
step between the shell C and the toe L, L, and in the bush between the shell U
and the collar L. C represents the cap of the step shell or case, F' the cap of the

page_text: interior mill bush, and F* the cap of the exterior mill bush. T is the exterior mill
bush, having four or more projecting wings T', and coned below to receive the cone
of the interior bush U. The recessed cone T has guide grooves T2, in which the
feathers U of the interior bush engage. The object in providing a drum with
wings, in lieu of the usual square bush, is to save time in fitting the same to the
bed stone. J represents a portion of the bridge tree. W is a loose collar of metal
dropped over the body of the spindle after the interior bush has been put in place,
and in contact with the same, closing the opening through the bush. It is secured
in place by a set screw W', and serves to bring down the bush U, with the
spindle A when the bridge tree J is lowered. The collar at the bush and the
toe L, L', at the step are each cast upon a suitable mandrel within a chill of
the proper form, so that all cast therein shall be duplicates of each other, and the
interior roller seats of both the shell case C and the bush U may be cast upon a
chill so as to have a chilled surface for wear. The anti-friction rollers, K, are also
cast in chills or made of steel or phosphor-bronze.
From sinking of foundations and shrinkage of timber, mill-work is constantly
undergoing a change of alignment, and therefore it is important particularly with
grist mill spindles to have the means of ready adjustment, to prevent bad work and
excessive friction.
This my improvement aims to give. The base of my step shell being spherical,
it may be shifted within the limits of the bridge tree plate walls without making
any change in the position of the anti-friction rollers upon the seat of the shell or
of the toe L, L', upon the rollers. The shell C, as it is moved by the screws D³
slides freely as required in all directions turning on the upper bearing in the
bush U, as a centre. The spherical base C of the shell C rolls as required, having
always but a point on the shell in contact with the bridge tree plate. The
adjustment of the shell by the screws D³, does not, although pressed from one wall
ear to the opposite create any looseness of the parts, the step shell abutments being
tapered vertically as the shell rolls from one position into the other the surfaces of
the abutments between the screws balance each other, the steepness of the
incline increasing on one abutment as it decreases upon the other, and vice versa.
To adapt spindles now in use to my improvement, they are removed to the
machine shop and the bush collar, or swell, turned down to the taper form A*,
shown in Figure 14, and the lower end reduced as shown at A¹, Figure 15, whereby
it is adapted to receive the chilled collar L³, and the toe L L', the collars W being
bored to slip easily over the spindle and secured to the spindle by the set bolt A³,
which is tapped therein.
Fig 16, shows another form in which the Invention may be applied. This is
in some respects superior to any of the others. It attains in a high degree the
important ends of simplicity of construction and the reduction of space occupied
outside of the pedestal jaws. It also does away with the yoke G or G₁ and set
bolt H. In this forin I provide at the apex of the coned case C, a ledge, flange or
bearing C, adapted by its form to serve as a bed or seat for an additional set of
anti-friction rollers K*. I adapt a cap or washer C to rest or revolve upon the
same. The cap or washer may be permanently attached to the bolt A2, which is
extended for that purpose, and revolves with the same, or it may be fitted loosely
on the same, so as to revolve independently of the axle. By this arrangement the
rollers K are kept in close contact with the collar L and head L³, and if at any
time through wear there should be objectionable looseness it may be taken up by
a partial turn of the set bolt A², or of the nut and jam nut thereon. This
arrangement takes up the end thrust of the axle shaft or spindle to which it is
applied, and retains the bearing squarely upon the journal.
Having described my improvement, its construction operation and advantages,
I desire to secure by Letters-Patent the following claims
First The pedestal B³, of Fig 4, adapted to be used as a car pedestal, and
in combination therewith a yoke G¹ cast with and forming an integral part of

page_text: the jaws thereof, and having the set bolt, H, substantially as shown and for the
purpose described.
Second-The combination of pedestal, B³, of Fig 4, with an anti-friction
axle-box case C, by the sliding-lugs C₁, seat C², and spring D, and with the
yoke G¹, by seat C, spring E, cap F, and set bolt H, substantially as shown and
for the purpose set forth.
Third: The axle box case or seating C, provided with interior chilled wearing
surfaces exterior lug-slides C, vertical spring seat C2, end thrust spring seat C³,
cap C, ears C5, opening in cap C, and dirt discharge C7, substantially as shown
and for the purpose specified.
Fourth-The chilled bearing shell L provided with head or collar L', its
interior adapted by casting upon a mandrel within a chill, to be fitted upon the
end A¹ of the axle shaft or spindle A, and to be retained upon the end of the same,
by the set bolt A, substantially as shown and for the purpose described.
Fifth-The chilled anti-friction rollers K, adapted by a bevel chamfer at their
base, to contact with the head or collar L', of the shell bearing or toe L, the rollers
being so arranged and combined with the case C and shell-bearing L, that the
thrust or weight of the axle shaft or spindle A shall be distributed upon the
shell L, the collar L', the chilled bed of the case C, and the roller ledge K¹, at
truncated end of the case, substantially as described and for the purpose specified.
Sixth-The combination of case C with the anti-friction rollers K, shell bearing L,
axle-shaft or spindle A and pedestal B, substantially as described, and shown, and
for the purpose specified.
Seventh-The combination of the chilled anti-friction rollers K, with the chilled
surface of the case C and of the chilled bearing L upon the axle shaft or spindle A,
substantially as shown and for the purpose described.
:-
Eighth The combination of the chilled shell bearing L, having the head L
with the axle shaft or spindle A, by the reduced portion A¹, and with the chilled
interior surface of the case C, by the chilled anti-friction rollers K, substantially as
shown and for the purpose specified.
Ninth The drum support N cut away to form feet R, in combination with the
case C, as adapted for a step to a vertical shaft or spindle, substantially as shown,
and for the purpose set forth.
Tenth In combination with a vertical shaft or spindle A, the case C, supported
upon the drum N, cast therewith or bolted thereto and having its interior surface
chilled, and filled with chilled anti-friction rollers K, forming a seat and bearing for
the toe L, L', of the spindle A¹, the toe L L¹ being a chilled or case hardened casting
secured to the spindle or shaft by the set bolt A³, substantially as described and
shown, and for the purpose specified.
Eleventh In an anti-friction car axle bearing U, as shown and described, the
seat or ledge C8 at the apex of the shell C, adapted to serve as a bed for the
secondary set of anti-friction rollers K, in combination with said rollers and with
the cap or washer C, and bolt A2, substantially as shown and described.
Twelfth-In an anti-friction roller car-axle bearing C, the rollers K² constructed
as shown, placed between the seat Cs of the case C and the cap or washer C, and
secured in working contact therewith, by the bolt A2, whereby the end thrust upon
the axle is taken up, and the bearing made positive in position upon the journal
substantially as shown and for the purpose described.
Thirteenth In combination with a shaft or spindle A, provided with an anti-
friction toe or collar L L', running upon anti-friction rollers K, the case or shell C,
provided with a hemispherical base Ċ*, abutment C**, cap C, and internal chilled
conical bed adapted to receive the said anti-friction rollers, the shell being held
within the bridge tree plate ring D³, by the screws D³, substantially as shown and
for the purpose set forth.
Fourteenth -The bridge tree plate D¹, provided with a circular rim, having
ears D³ and set screws D³ in combination with a spherical base anti-friction roller

page_text: shell step C, abutments C**, rollers K and toe L L', of a spindle or shaft A,
substantially as shown and for the purpose described.
Fifteenth The exterior mill bush shell T constructed as described, having
wings T, cap F³, and guide entrances or grooves T, in combination with the
interior mill bush U, rollers K, collar L³, and spindle A, substantially as shown and
for the purpose herein before set forth.
Sixteenth-The interior mill bush U provided with guide feathers U¹, an internal
conical bed for a series of anti-friction rollers K, and a dust cap F in combination
with the spindle A, shell L, collar W, exterior bush T with guide recesses T³, and
guide-feathers T¹, substantially as shown and for the purpose described.
In witness whereof I have hereunto set my hand and seal this Tenth day of
February, in the year of our Lord, One thousand eight hundred and
night timen
Witnesses
-
CHARLES CAREY STETSON.
THOMAS DREW STETSON.
THOMAS, FRITZ, HEMMICH. (L.S.)