Improvements in or connected with the Construction of Metallic Wagons.
Year: 1892

page_text: Date of Application, 26th July, 1892
Complete Specification Left, 31st Aug., 1892-Accepted, 5th Nov., 1892
PROVISIONAL SPECIFICATION.
Improvements in or connected with the Construction of Metallic
Wagons.
A communication by WILLIAM P. BETTENDORF, of Davenport, State of Iowa,
United States of America.
I, WILLIAM PHILLIPS THOMPSON, F.C.S. M.I.M.E. of the Agency for
Foreign Patent Solicitors 6 Lord Street, Liverpool and 6 Bank Street,
Manchester both in the County of Lancaster and 323 High Holborn in the
County of Middlesex, Civil Engineer, do hereby declare the nature of this
invention to be as follows:-
The object of this invention is to provide cheap, strong and clastic wagon-frames,
consisting of a very small number of parts.
To this end, there is provided a metal axle having a sand-board made integral
therewith. The axle is preferably tubular and may be made in a single piece, or
of two longitudinal halves.
For the front axle having a pivotal motion, the bolster is made separate from
the axle, the standards at its ends being formed integral therewith.
The standards at the rear end of the frame may be made integral with the
bolster, which, as already mentioned, is integral with the axle. The bolster may
be made in one piece, or of two longitudinal complementary halves. The reach
bar connecting the front and rear axles is made in a single piece of sheet metal
cut and bent into shape.
The tongue of the wagon is also made in one piece of sheet metal cut and bent
into shape.
The hounds to which the tongue is attached and the sway-bar, or fifth wheel,
are also formed in one piece of metal.
Each of the axles is constructed complete in one piece from a metal bar of I-form
in cross-section. There is commonly employed that form of bar known in the
market as "I-beams," having a vertical web with horizontal flanges on both sides
at the top and bottom, the upper flanges being of less width than those at the
base.
.
In forming the rear axle, there is cut from a beam of this character a shaped
blank. The lower flange or base of this blank is bent downward at its edges until
it assumes a tubular form, the two edges being preferably brought together on the
under side, although they may be left somewhat separated. The tubular portion
thus produced by curling or bending the bottom flange forms a hollow axle, which,
although light in weight, possesses great strength. The two ends of the upper part
of the blank are bent upwards, thereby producing integral stakes or standards.
The stakes thus formed integral with the axle present wide flat faces on the inner
sides to bear against the wagon box or body, and are stiffened by the flat vertical
web on the outside so that they are well adapted to resist all the strains to which
they are subjected in practice. They are so strengthened and stiffened by their
flanges that there is no danger whatever of their being bent or twisted out of shape
or out of position.
In order to adapt the ends of the axle to receive the wheels, they are reduced
by the application of external dies or otherwise to a conical or tapered form, thus
producing necks or spindles of the same shape as those in common use and adapted
to receive ordinary wheels. At the same time that the spindles are thus given a
tapering form, the axle is upset in an endwise direction so as to swell it at the
middle into the form of annular shoulders to bear against the inner ends of the
wheel-hub as usual. The axle will be provided, at each end with a nut to retain

page_text: the wheel. This nut may be screwed directly upon the spindles, but it is preferable
to introduce into the tubular end of the axle a tube, threading the tube
externally at the inner end and screwing the same tightly into the axle, the axle
being reduced in diameter at this point internally by the upsetting operation.
The tube is permitted to project beyond the outer end of the axle, and its
protruding end is threaded externally to receive the nut which is provided with an
annular lip to fit within the end of the axle in the annular space between the axle
and the contained tube. Oil openings are formed through the axle and the tube in
order to permit the introduction of oil so that they may serve as reservoirs
therefor.
It is to be observed that the vertical web of the blank rising above the rear
axle forms a rear bolster, which, being of great vertical depth, serves at once the
purpose of a bolster and a sand-board, so that, in this structure, it is unnecessary
to employ, as usual, a separate sand-board between the axle and bolster.
In order to give the necessary rigidity to the rear bolster without the employ-
ment of thick or heavy metal, there are pressed up vertical ribs or corrugations in
the web portion, or in any other suitable form which will answer the purpose.
In order to form the springs to carry the wagon body, the upper flanges of the
rear bolster may be cut loose from the vertical web from each end toward the
middle, and the ends, which are thus released, may be bent upward, the spring
arms, thus formed, being rigidly supported at their inner ends and free at their
outer ends, serve an excellent purpose as springs to underlie the box or body.
From the foregoing description it will be observed that the rear axle, its
collars, the sand-board, the bolster, the stakes and the springs are all formed from
a single piece of metal so that they are all retained in their proper positions
without the employment of bolts, screws or other connections whatever.
It is believed that this is the first time that an axle and a bolster have been
formed from a single piece of metal, and also the first time that the stakes have
been formed integral with the bolster, and also the springs integral with the
bolster, and it is to be understood that the form of the blanks employed and the
shape which the several parts are given may be greatly modified within the range
of mechanical skill or to suit the fancy of the constructor without departing from
the limits of this invention.
In order to permit the connection of the reach with the rear axle, lips or tongues
are punched out of the vertical web of the rear bolster and are bent forward.
The reach is formed from a single channel-bar or beam, and divided longi-
tudinally and centrally from the rear end forward about one-half of its length, the
two arms thus produced being spread apart in V-form, and serving as the rear
hounds. Their rear ends are riveted firmly to the lips of the rear axle.
The essence of the invention in this regard consists in cons'ructing the reach or
coupling-bar from a single piece of metal having its rear end divided and spread
as described, and bars of various sectional forms may be employed dependent on the
object in view.
The forward axle, with the sand-board thereover, is formed complete in one
piece from an I-beam in essentially the same manner that the rear axle is con-
structed, the only material difference being that the portion to form the stakes or
standards is omitted.
The front bolster rises from the front axle and presents the board horizontally
flanged at its top. The web of the front bolster is provided with an opening to
receive the forward end of the reach, and is also provided with tongues punched
therethrough and turned rearward.
The sway-bar is formed from a single-bar of metal. This bar is bent into
sectional form at the rear end and its ends extended forward in converging lines
to form the hounds. These hounds are projected through the openings in the front
olster and are riveted firmly to the lips of the bolster before referred to. Each
hound has also portions of its upper flange sheared loose and turned outward to
form lips which are riveted fast to the front bolster. The rear portion of the part

page_text: forming the sway-bar proper is divided vertically and longitudinally through its
middle and the upper portion bent upward so that it lies in a horizontal plane
above the lower portion, and this for the purpose of permitting the reach-bar to be
projected forward between them. The upper and lower portions of the sway-bar
thus formed embrace the reach between them, and present wide horizontal faces
to bear on the upper and lower surfaces of the reach, so that the sway-bar is
permitted to turn freely, but so guided that it effectually prevents the rolling of
the front axle.
The front bolster is formed from a single I-beam or channel bar having its two
ends bent upward to form stakes or standards, and having its lower or outer flanges
sheared away except at the middle where it is left in order to form a broad bearing
upon the front axle bolster or sand-board. The front bolster may have its upper
flanges sheared loose at the ends and bent upward to form springs identical in all
respects with those on the rear bolster.
The king-bolt is passed downward through the front bolster, the reach and the
front sand-board or axle bolster.
.
In order to afford the proper bearing for the king-bolt in the forward bolster, the
latter is provided with one or more horizontal incisions, and the metal on opposite
sides of the incision is pressed forward and backward respectively, thus forming
loops or eyes for the passage of the bolt, the top and bottom flanges being, of
course, drilled for its passage. The upper flange on the axle is also drilled for the
passage of the king-bolt, and a clip riveted in place to embrace the lower end of
the bolt.
From the foregoing description, it will be perceived that an entire wagon-frame
is produced, that is to say, a frame comprising all the necessary running gear of a
wagon which consists of but five pieces.
In order to reduce the cost of manufacture, and to permit the construction of the
axle and bolster from ordinary commercial sheet metal, the following construction
may be adopted. As the first step, two blanks are provided, being sheared or
punched from flat steel or other sheet metal.
It will be observed that each of these blanks is provided at its opposite ends with
projecting tapered portions to form the wheel receiving spindles, and with portions
to forin a part of the bolster and also with projections beyond the bolster portion
to form the standards. Each of the blanks is also provided with a series of holes
punched therethrough, the holes of one arranged to register with those of the other.
One blank has the metal around its holes flanged or turned outward in the form of
tubular necks or rivets in order that they may be projected through the holes
of the other part which are made of larger diameter as hereinafter more fully
explained.
By means of suitable dies or tools, each of the blanks is bent throughout its
length until it presents a sectional form having a semi-tubular portion at the bottom
to form one half of the axle ; a depending flange thereunder; an uprising portion
to form part of the sand-bar, and a horizontal upper flange to form part of the top
of the sand-board. This top flange is preferably turned downward at the outer
edge to give increased rigidity, and to produce a smooth rounded edge.
Having thus formed two blanks, one right and the other left-handed, they are
brought together face to face, the tubular projections of one extending through the
holes of the other, and they are flanged or riveted down at the ends so as to bind
the two parts firmly together. Being thus united, they form jointly a hollow
tubular axle with a bolster rising therefrom, the bolster presenting a wide flat top
with downturned edges. Before or after the parts are united, the ends are bent
upward until they stand perpendicular to the surface of the bolster, forming rigid
flanged stakes or standards to retain the wagon box or body in place.
It is to be understood that while it is preferred to use the flanges along the outer
edge of the bolster and standards, this is not a necessary feature of the construction.
It is proposed to stiffen the bolster by corrugations, and to form therein openings
to receive the reach and the hounds. These openings are formed by punching or

page_text: cutting out the metal loose on three sides, and turning the same outward, so that
it forms lips or cars for the attachment of the through brace. It is also proposed
to form the ends of the axle into conical spindles, and to strengthen these spindles
by internal sleeves and external collars as shown.
The essence of this part of the invention resides in constructing the axle, bolster
and stakes of two complementary sheet metal members, which may be varied in
form, size and details of construction at will, provided there is no essential departure
from the general construction herein described.
The bolster of the front axle which must have an independent motion, may also
be constructed in two parts after the same manner as the bolster formed on the
axle. In making these independent two-part bolsters, there is first formed from
sheet metal two flat blanks one being provided with a series of tubular necks or
projections, and the other with openings.to receive them. The blank is then bent
into shape. They are then joined face to face, the projections of one being passed
through the openings of the other, and they are flanged down thereby firmly uniting
the two parts.
Before or after the parts are joined the ends are turned upward to form stakes
or standards. Vertical semi-circular grooves are formed in the inner faces of the
two blanks, so that when they are brought together a round vertical hole is left
between them at the middle to receive the king-bolt.
The front axle sustaining the independent pivoted bolster must be provided as
usual with a bolster or sand-board so called, to sustain the bolster proper.
The two-part front axle is essentially the same as the two part rear axle, except
that the portions forming the stakes or standards are omitted in order that the
independent bolster may be pivotally mounted on top of the axle as usual. In
forming the two-part front axle, there is produced a flat blank formed from sheet
metal. Having formed from sheet metal two flat blanks, and after flanging the
upper edge, pressing the lower edge into semi-tubular form, the two parts are
joined face to face the inner part being provided with tubular necks which are
projected through holes in the product, and flanged down to unite the parts after
the manner already described. In this form of the axle openings are punched
through the web of the bolster, and the metal of the two plates turned respectively
forward and backward, thus forming ears or lips to which the hounds passing
through the openings may be riveted.
Instead of uniting the two parts, the bolster and the axle by the tubular rivets
integral therewith, they may be united by ordinary rivets extended through the
two parts or otherwise united in any suitable manner.
Passing now to the reach-bar it is preferred to construct the same by cutting
from sheet metal a blank with a central slit or incision extending forward from its
rear end. By means of suitable dies or shearing tools, the edges of this blank are
bent downward giving its rear arms, its body, and its forward end the proper forms.
At the point where it bears on the sway-bar, it is given a tubular form, so that it
presents flat broad bearing surfaces above and below.
Longitudinal corrugations are formed in the rear portion to give increased
stiffness.
It will of course be understood that the sectional form may be modified within
reasonable limits, the essential feature of construction being the formation of the
reach from a flat plate of metal, having its edges bent or flanged downward, so as
to give the necessary rigidity, and the requisite wearing surfaces.
At the forward end the laterally projecting lips are brought together on the
underside to form an under bearing surface, and an opening to receive the king-pin
extended downward toward both the upper and lower surfaces. The metal around
the opening is preferably turned downward in the form of an annular flange, to
give increased bearing surface. The forward end of the reach thus formed
presenting a rectangular form, is inserted into an opening in the front axle and
secured as shown by the king-pin. The rear arms which are spread apart in
diverging lines are extended through openings in the bolster of the rear axle, and

page_text: riveted to the flanges formed in their edges as previously referred to, or otherwise
attached thereto.
The essential feature of construction, as regards the reach, lies in its formation
of a single plate of metal forked or divided at the rear end, and flanged or bent
longitudinally to give it the requisite rigidity.
In constructing the draught pole or tongue, there is first provided a fint blank
of increasing width from the front to the rear end, and with lips or shoulders near
the forward end. This blank is then bent to shape.
The forward end of the tubular blank has its lower edges projected downward in
the shape of lips or flanges which are riveted or otherwise secured together.
The rivets may be tubular and formed integral with one edge of the plate, or
they may be separately formed and inserted. The rear portion of the tongue
is flattened and widened horizontally, and so shaped as to present vertical edges
adapted to fit between the converging hounds of the frame. At the rear or
wider end the tongue may be left open on the underside. The extent of this
opening may be varied at will. The only object of leaving the opening is to
reduce the weight and economize the consumption of metal. The forward end
or pole proper may be constructed with longitudinal corrugations or of any other
suitable form to increase the stiffness, but these are not necessary features.
At its rear end there is provided a tongue with a hammer strap to sustain
the upper end of the coupling pin by which the double tree or other draught
device is attached. This hammer strap is formed by punching on three sides a
tongue or strip of metal, which is turned upward and forward over the top of
the tongue, its forward end being provided with a flanged hole to receive the pin.
In order to permit the introduction of the hound bolt by which the tongue is
attached to the wagon, the blank is provided in its rear end with four holes.
When the blank is bent into shape, the two outer holes stand in the vertical sides.
or edges, so that the bolt may be passed through.
The portion of the metal between the two inner holes is pressed or bent down-
ward in the form of a horizontal groove for the bolt to rest in, thus giving greatly
increased stiffness and preventing the flat surface of the tongue from being bent-
out of shape.
Dated this 25th dev of July 1892
WM. P. THOMPSON & Co.,
Agents for the Applicant.
COMPLETE SPECIFICATION.
Improvements in or connected with the Construction of Metallic.
Wagons.
A communication by WILLIAM P. BETTENDORF, of Davenport, State of Iowa,
United States of America.
I, WILLIAM PHILLIPS THOMPSON, F.C.S., M.I.M.E., of the Agency for
Foreign Patent Solicitors, 6 Lord Street, Liverpool and 6 Bank Street, Manchester.
both in the County of Lancaster, and 323 High Holborn in the County of
Middlesex, Civil Engineer, 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 object of this invention is to provide cheap, strong and elastic wagon-frames,
consisting of a very small number of parts.
To this end, a metal axle is provided, having a sand-board made integral there-
with. The axle is preferably tubular, and may be made in a single piece, or of
two longitudinal halves.
For the front axle having a pivotal motion, the bolster is made separate from
the axle, the standards at its ends being formed integral therewith.
The standards at the rear end of the frame may be made integral with the

page_text: be made in one piece, or of two longitudinal complementary halves. The reach bar
connecting the front and rear axles is made in a single piece of sheet metal cut and
bent into shape.
The tongue of the wagon is also made in one piece of sheet metal cut and bent
into shape..
The hounds to which the tongue is attached and the sway-bar, or fifth wheel, are
also formed in one piece of metal.
In the accompanying drawings are shown those details of form and construction
which are recommended for use, but it is to be understood that these details may
be modified within reasonable limits without departing from the scope of this
invention.
In the drawings
Figure 1 is a top plan view of the complete wagon frame, exhibiting the tongue.
in its preferred form;
$
Figure 2 is a side elevation of the same;
Figure 3, a front elevation of the rear axle and bolster ;
Figure 4, a cross-section on the line 4-4;
Figure 5, a front elevation of the front axle and bolster ; .
Figure 6, a cross-section on the line 6-6;
Figure 7, a section on the line 7-7 ;
Figure 8, a front view showing the blank from which the axle is formed;
Figure 9, an end view of the same;
Figures 10 to 13, sections on the lines thereon indicated;
Figure 14, a front view of the axle in another form in two parts having one end
in section;
.
r
Figure 1 is a top plan view of the same;
Figure 16, a cross-section on the line 16;
Figure 17, a cross-section on the line 17;
Figure 18, a view of one of the two blanks from which the axle is formed;
Figure 19, an end view of the blank pressed into shape ;
Figure 20, an elevation of the two bolsters;
Figures 21 and 22 are sections of the same on the lines numbered to correspond ;
Figure 23 an end view showing the manner in which the two parts are joined ;
Figure 24, a view of one of the two blanks in which the axle and bolster are
formed;
Figure 25, an elevation of the front axle in two parts, one end being shown in
section;
Figure 26 is a cross-section of the same on the line 26 ;
Figure 27 is a top plan view of the same with a portion broken away at the
middle, and at one end as indicated by dotted lines in Figure 26;
Figure 28 is a view of one of the two blanks from which the axle of Figures 25
and 26 is formed;
Figure 29 is a top plan view of the reach-bar;
Figure 30 is a plan view of the blank from which it is formed;
Figure 31 is a plan view of the blank partly formed into shape ;
Figures 32, 33, 34 and 35 are cross sections on the corresponding lines ;
Figures 36 and 37 are, respectively, a plan view and a side view of the
completed tongue ;
Figure 38 is a view of the blank from which it is formed;
Figures 39, 40 and 41 are cross sections on corresponding lines of Figures 36
and 37.
Referring to the drawings
A, represents the front axle; B, the rear axle; C, the reach or coupling-bar
rigidly fixed to the rear axle and jointed to the front axle; E, the king-bolt con-
necting the reach with the forward axle; and F, the sway-bar or fifth wheel in
one piece with the hounds. Each of the axles is constructed complete in one piece

page_text: from a metal bar of I-form in cross-section. That form of bar shown in Figure 9,
is commonly employed, known in the market as "I-beams," having a vertical web.
with horizontal Hanges on both sides at the top and bottom, the upper flanges being
of less width than that at the base.
In forming the rear axle B, a blank of the shape shown in Figure 8 is cut from
a beam of this character. The lower flange or base of this blank is bent downward
at its edges until it assumes a tubular form, the two edges being preferably brought
together on the underside, as shown in Figure 9, although they may be left some-
what separated. The tubular portion thus produced by curling or bending the
bottom flange forms a hollow axle, which, although light in weight, possesses great
strength. The two ends of the upper part of the blank are bent upwards as shown
in dotted lines in Figure 8, and in full lines in Figure 3, thereby producing integral
stakes or standards b. The stakes thus formed integral with the axle present wide
flat faces on the inner sides to bear against the wagon box or body, and are stiffened
by the flat vertical web on the outside, so that they are well adapted to resist all
the strains to which they are subjected in practice. They are so strengthened and
stiffened by their flanges that there is no danger whatever of their being bent. or
twisted out of shape or out of position.
In order to adapt the ends of the axle to receive the wheels, they are reduced,
by the application of external dies or otherwise, to a conical or tapered form, thus
producing necks or spindles of the same shape as those in common use and
adapted to receive ordinary wheels. At the same time that the spindles are thus
given a tapering form, the axle is upset in end wise direction, so as to swell it at
the middle into the form of annular shoulders 6' to bear against the inner ends of
the wheel-hub as usual. The axle will be provided, at each end, with a nut E' to
retain the wheel. This but may be screwed directly upon the spindles, but it is
preferable to introduce into the tubular end of the axle a tube F, threading the
tube externally at the inner end and screwing the same tightly into the axle, as
shown at f, the axle being reduced in diameter at this point internally by the
upsetting operation..
The tube F is permitted to project beyond the outer end of the axle, and its
protruding end is threaded externally to receive the nut E', which is provided with
an annular lip e to fit within the end of the axle in the annular space between the
axle and the contained tube. Oil openings el are formed through the axle and
the tube in order to permit the introduction of oil so that they may serve as
reservoirs therefor. It is to be observed that the vertical web of the blank rising
above the rear axle forms a rear bolster which, being of great vertical depth, serves
at once the purpose of a bolster and a sand-board, so that, in this structure, it is
unnecessary to employ, as usual, a separate sand-board between the axle and bolster.
In order to give the necessary rigidity to the rear bolster without the employment
of thick or heavy metal, vertical ribs or corrugations are pressed up in the web
portion, as shown at 6, Figures 3 and 7, or in any other suitable form which will
answer the purpose.
In order to form the springs to carry the wagon body, it is proposed to cut the
upper flanges of the rear bolster loose from the vertical web from each end toward
the middle, and the ends, which are thus released, are bent upward, as shown at 6³,
Figures 1 and 3, the spring arms thus formed, being rigidly supported at their
inner ends and free at their outer ends, serve an excellent purpose as springs to
underlie the box or body.
From the foregoing description, it will be observed that the rear axle, its collars,
the sand-board, the bolster, the stakes and the springs are all formed from a single
piece of metal, so that they are all retained in their proper positions without the
employment of bolts, screws or other connections whatever.
It is believed that this is the first time that an axle and a bolster have been
formed from a single piece of metal, and also the first time that stakes have been
formed integral with the bolster, and also the springs.integral with the bolster, and
it is to be understood that broad claims are laid to such features of construction,
:

page_text: and that the form of the blanks employed and the shape which the several parts
are given may be greatly modified within the range of mechanical skill or to suit
the fancy of the constructor without departing from the limits of this invention.
In order to permit the connection of the reach with the rear axle, lips or
tongues 6 are punched out of the vertical web of the rear bolster, and are bent
forward, as shown in Figure 7.
The reach C is formed from a single channel-bar or beam and divided longi-
tudinally and centrally from the rear end forward about one-half of its length, the
two arms thus produced being spread apart in V-form and serving as the rear
hounds. Their rear ends are riveted firmly to the lips of the rear axle.
The essence of the invention in this regard consists in constructing the reach or
coupling-bar from a single piece of metal having its rear end divided and spread
as described and bars of various sectional forms may be employed dependent on
the object in view.
The forward axle A, with the sand board thereover, is formed complete in one
piece from an I-beam in essentially the same manier that the rear axle is constructed,
the only material difference being that the portion to form the stakes or standards
is omitted.
As shown in the drawings, a is the front bolster rising from the front axle and
presenting the board horizontally flanged at its top. The web of the front bolster
is provided with an opening a¹, to receive the forward end of the reach, and is
also provided with tongues a², punched therethrough and turned rearward.
The sway-bar F is formed from a single-bar of metal having the sectional form
shown in Figure 13. This bar is bent into sectional form at the rear end and its
ends extended forward in converging lines to form the hounds D. These hounds
are projected through the openings in the front bolster and are riveted firmly to
the lips a², of the bolster before referred to. Each hound has also portions of its
upper flange sheared loose and turned outward to form lips d, which are riveted
fast to the front bolster. The rear portion of the part forming the sway-bar
proper, is divided vertically and longitudinally through its middle and the upper
portion bent upward so that it lies in a horizontal plane above the lower portion,
and this for the purpose of permitting the reach-bar C, to be projected forward
between thein. The upper and lower portions of the sway-bar thus formed
embrace the reach between them, and present wide horizontal faces to bear on the
upper and lower surfaces of the reach, so that the sway-bar is permitted to turn
freely but so guided that it effectually prevents the rolling of the front axle.
The front bolster G is formed from a single I-beam or channel-bar having its
two ends bent upward to form stakes or standards, and having its lower or outer
flanges sheared away except at the middle where it is left in order to form a broad
bearing upon the front axle bolster or sand-board. The front bolster may have its
upper flanges sheared loose at the ends and bent upward to form springs identical
in all respects with those on the rear bolster, as shown in the drawings.
The king-bolt E is passed downward through the front bolstér, the reach and
the front sand-board or axle bolster.
In order to afford the proper bearing for the king-bolt in the forward bolster
the latter is provided with one or more horizontal incisions g, and the metal is
pressed on opposite sides of the incision forward and backward respectively, as
shown in Figure 11, thus forming loops or eyes for the passage of the bolt, the
top and bottom flanges being, of course, drilled for its passage. The upper flange
on the axle is also drilled for the passage of the king-bolt, and a clip a', riveted in
place to embrace the lower end of the bolt.
From the foregoing description it will be perceived that an entire wagon-frame
is produced, that is to say, a frame comprising all the necessary running gear of a
wagon which consists of but five pieces."
In order to reduce the cost of manufacture, and to permit the construction of
the axle and bolster from ordinary commercial sheet metal, the construction
represented in Figures 14 to 19 may be adopted. As the first step two blanks, are

page_text: provided, such as shown in Figure 18, sheared or punched from flat steel or other
sheet metal.
It will be observed that each of these blanks is provided at its opposite ends
with projecting tapered portions to form the wheel receiving spindles, and with
portions to form a part of the bolster and also with projections beyond the bolster
portion to form the standards. Each of the blanks is also provided with the series
of holes a³, punched therethrough, the holes of one arranged to register with those
of the other. One blank has the metal around its holes flanged or turned outward
in the form of tubular necks or rivets as shown at at in order that they may be
projected through the holes of the other part which are made of larger diameter as
hereinafter more fully explained.
By means of suitable dies or tools, each of the blanks is bent throughout its
length until it presents a sectional form, such as shown in Figure 19; that is to
say, with a semi-tubular portion a at the bottom to form one half of the axle; a
depending flange a thereunder; an uprising portion as to form part of the sand-bar,
and a horizontal upper flange a to form part of the top of the sand-board. This
top flange is preferably turned downward at the outer edge as shown at a¹0 to give
increased rigidity, and to produce a smooth rounded edge. The dotted lines in
Figure 18 indicate the lines on which the blank is bent.
Having thus formed two blanks, one right and the other left-handed, they are
brought together face to face, the tubular projections of one being extended through
the holes of the other, and flanged or riveted down at the ends as shown in the
drawings so as to bind the two parts firmly together. Being thus united, they
form jointly as shown in Figure 14 a hollow tubular axle with a bolster rising
therefrom, the bolster presenting a wide flat top with downturned edges. Before
or after the parts are united the ends a' are bent upward until they stand
perpendicular to the surface of the bolster forming rigid flanged stakes or standards
to retain the wagon box or body in place.
It is to be understood that while it is preferred to use the flanges a³ along the
outer edge of the bolster and standards, this is not a necessary feature of the
construction. It is proposed to stiffen the bolster by corrugations a", and to form
therein openings a¹³ and a to receive the reach and the hounds. These openings
are formed by punching or cutting out the metal loose on three sides, and turning
the same outward, so that it forms lips or ears for the attachment of the through
brace. It is also proposed to form the ends of the axle into conical spindles and
to strengthen these spindles by internal sleeves and external collars as shown.
The essence of this part of the invention resides in constructing the axle,
bolster and stakes of two complementary sheet metal members, which may be
varied in form, size and details of construction at will, provided there is no essential
departure from the general construction herein shown.
The bolster of the front axle which must have an independent motion, may also
be constructed in two parts after the same manner as the bolster formed on the
axle in Figures 14, 15 and 16. In making these independent two-part bolsters, two
flat blanks are formed as shown in Figure 24, one provided with a series of tubular
necks or projections, and the other with openings to receive them. The blank is
then bent along the dotted lines shown in Fig. 24, into the shape shown in
Figures 20 and 23, and in cross section in Figures 21 and 22. They are then
joined face to face, the projections of one being passed through the openings of the
other, and they are flanged down as shown in Figures 21 and 22, thereby firmly
uniting the two parts.
Before or after the parts are joined, the ends are turned upward as shown in
Figure 20 to form stakes or standards. Vertical semi-circular grooves are formed
in the inner faces of the two blanks, so that, when they are brought together, a
round vertical hole is left between them at the middle to receive the king-bolt.
The front axle sustaining the independent pivoted bolster must be provided
as usual with a bolster or sand-board, so called, to sustain the bolster proper as
illustrated in Figures 5 and 6.

page_text: The two-part front axle is essentially the same as the two part rear axle shown
in Figures 14, 15 and 16, except that the portions forming the stakes or standards
are omitted in order that the independent bolster shown in Figure 20 may be
pivotally mounted on top of the axle as usual. In forming the two-part front axle
two flat blanks are produced, such as shown in Figure 28, being formed from sheet
metal. These blanks, after the upper edges have been flanged and the lower edges
pressed into semi-tubular form, are joined face to face as shown in Figures 25, 26
and 27, the inner part being provided with tubular necks which are projected
through holes in the product, and flanged down to unite the parts after the manner
already described. In this form of axle, openings are punched through the web of
the bolster, and the metal of the two plates turned respectively forward and
backward, thus forming ears or lips to which the hounds, passing through the
openings, may be riveted.
Instead of uniting the two parts of the bolster and the axle, by the tubular rivets
integral therewith, they may be united by ordinary rivets extended through the
two parts or otherwise united in any suitable manner.
Passing now to the reach-bar, it is preferred to construct the same in the form
shown in Figure 29, by cutting from sheet metal a blank of the shape shown in
Figure 30, with a central slit or incision extending forward from its rear end. By
means of suitable dies or shearing tools, the edges of this blauk are bent downward
along the course of the dotted lines in Figure 30, giving its rear arms the sectional
forin shown in Figure 33, its body the form shown in Figure 34, and its forward
end the tubular shape shown in Figure 32. At the point where it bears on the
sway-bar, it is given a tubular form shown in Figure 35, so that it presents flat
broad bearing surfaces above and below.
Longitudinal corrugations are formed in the rear portion, as shown, to give
increased stiffness.
It will, of course, be understood that the sectional form may be modified within
reasonable limits, the essential feature of construction being the formation of the
reach from a flat plate of metal, having its edges bent or flanged downward, so as
to give the necessary rigidity and the requisite wearing surfaces.
At the forward end, the laterally projecting lips are brought together on the
underside to form an under bearing surface as shown in Figure 32, and an opening
to receive the king-pin extended downward toward both the upper and lower
surfaces, as shown. The metal around the opening is preferably turned downward
in the form of an annular flauge, as shown in Figure 32, to give increased bearing
surface. The forward end of the reach thus formed, presenting a rectangular form,
is inserted into an opening in the front axle, and secured as shown by the king-pin.
The rear arms, which are spread apart in diverging lines, are extended through
openings in the bolster of the rear axle, and riveted to the flanges formed in their
edges as previously referred to, or otherwise attached thereto.
The essential feature of construction as regards the reach lies in its formation
of a single plate of metal forked or divided at the rear end, and flanged or bent
longitudinally to give it the requisite rigidity.
In constructing the draught pole or tongue shown in Figures 36 and 37, there is
first provided a flat blank of the shape shown in Figure 38, of increasing width
from the front to the rear end, and with lips or shoulders near the forward end.
This blank is then bent along the course of the dotted lines, so that it presents
at the various points of its length the sectional forms shown in Figures 39, 40
and 41.
The forward end of the tubular blank has its lower edges projected downward
in the shape of lips or flanges which are riveted or otherwise secured together.
The rivets may be tubular and formed integral with one edge of the plate, or they
may be separately formed and inserted. The rear portion of the tongue is flattened
and widened horizontally, and so shaped as to present vertical edges adapted to fit
between the converging hounds of the frame. At the rear or wider end, the
tongue may be left open on the underside as shown in Figures 39 and 40. The

page_text: tent of this opening may be varied at will. The only object in rea
to reduce the weight and economise the consumption of metal. The forward end
pole proper may be constructed with longitudinal corrugations of the form shown
Figure 41, or of any other suitable forin to increase the stiffness, but these are
ot necessary features.
At its rear end, the tongue is provided with a hammer strap to sustain the
pper end of the coupling pin by which the double tree or other draught device
attached. This hammer strap is formed by punching on three sides a tongue
r strip of metal, which is turned upward and forward over the top of the tongue
s shown in Figure 37, its forward end being provided with a Hanged hole to
eceive the pin.
In order to permit the introduction of the hound bolt by which the tongue is
ttached to the wagon, the blank is provided in its rear end with four holes
Figure 38. When the blank is bent into shape, the two outer holes stand in the
ertical sides or edges, so that the bolt may be passed through.
The portion of the metal between the two inner holes is pressed or bent down-
vard in the form of a horizontal groove Figure 39 for the bolt to rest in, thus
giving greatly increased stiffness and preventing the flat surface of the tongue
from being bent out of shape.
Having now particularly described and ascertained the nature of the said 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 :-
1. In the manufacture of metallic vehicles, the construction of the axle-tree,
sand board, bolster and stakes or standards, in a single piece cut out of a sheet
of metal and subsequently shaped and folded to the form desired, substantially
as has been described with reference to Figures 1 to 8 of the accompanying
drawings.
2. In the construction of an axle-tree of the kind described, and of its acces-
sories, in a single piece, the employment of suspension springs & formed in one
with the bolster, substantially as has been described with reference to Figures 3
and 5 of the accompanying drawings.
3. In the construction of an axle-tree of the kind described, and of its acces-
sories in a single piece, the arrangement of tapered necks or spindles formed
of two tubular parts, one of which is screwed in the interior of the other and
receives the nut which retains the hub of the wheel, which hub abuts at its
other extremity against a shoulder obtained by upsetting the metal of the axle-tree,
substantially as has been described with reference to Figure 3 of the accompanying
drawings.
4. In the manufacture of metallic vehicles, the construction of the reach or
coupling bar in a single piece divided into two branches at one end in combina-
tion with small tongues cut out of the bolster, and bent at a certain angle for con-
necting the coupling bar with the axle-trees, substantially as has been described
with reference to Figures 1, 2, 3, 5, 7 and 10 of the accompanying drawings.
5. In the manufacture of metallic vehicles, the form and the mode of putting
5 together the sway bar, substantially as has been described with reference to
Figures 1, 2 and 13 of the accompanying drawings.
6. In the manufacture of metallic vehicles, the construction of the axle-
trees, bolster and stakes or standards by the aid of two sheets of metal cut
out and stamped to the desired form, and subsequently connected together, sub-
0 stantially as has been described with reference to Figures 14 to 19 of the
accompanying drawings.
7. In the manufacture of metallic vehicles, the construction of the bolster of
the front axle, with independent movement, by forming it of two sheets of metal
cut out, stamped and folded to the desired shape, and subsequently brought
55 together, substantially as has been described with reference to Figures 20 to 24
of the accompanying drawings.

page_text: 8. In the manufacture of metallic vehicles, the construction of the front axle-
tree by aid of two sheets of metal cut out, stamped and folded without stakes or
standards, and subsequently united together, substantially as has been described
with reference to Figures 25 to 28 of the accompanying drawings.
9. In the manufacture of metallic vehicles, the construction of the reach or
coupling bar formed of a single sheet of metal, divided into two branches towards
its rear end, and corrugated longitudinally so as to give it a more rigid section,
substantially as has been described with reference to Figures 30 to 35 of the
accompanying drawings.
10. In the manufacture of metallic vehicles, the construction of the draught
pole or tongue cut out of a sheet of metal, stamped and folded according to its
special sections, variable in its longitudinal direction, and furnished or not with
longitudinal ribs, substantially as has been described with reference to Figures 36
to 41 of the accompanying drawings.
Dated this 30th day of August 1892.
WM. P. THOMPSON & Co.,
Agents for the Applicant.