US95122A - Improved railway-car and driving- wheel - Google Patents

Description

V 2 Sheets-Sheet I."

N. C. LDMBARD.

" Patent edS ept. 21, 18 69.

2 Sheets-Sheet 2. r

N. c. LO'MBARD.

Car Wheel.

Patented Sept. 21, 1869.

gaunt Gtiijiirr.

' J To whom ita nayconcern:

- tuned swag NATHAN CILO'MBARD, or CAMBRIDGEASSIGNOR TO JAMES-"A. r WOODBURY, or WINCHESTER,MASSACHUSETTS; r

' Letters Patent N0. 95,l22, dated September-21', 1869.

"IMPROVED RAILWAY-oer: AND DRIVING wHEn The Schedule referred to in these Letters Patent and making part of'the same.

- Be a known that I, NATHAN o. LOMBARD, of Gainbridge, county of Middlesex, and State of Massachusetts, have invented an Improved Elastic Car and Driving -Whe el; and that the following is a full, clear,

and exact description thereofi-reference being had to the accompanying drawings, in which-- Figure 1 represents a side elevation of my improved elastic driving-wheel. f

T Figures 2 and 2' sliow=cross-sections of same.

Figures 3, 4, and 6 are modifications of same. Figure 5 is a vertical transverse section of the rim and body of myimproved wheel, showing lugs to preventturning of bindingring.

, Figure 7 is a side elevation of a car-truck wheel embodying my improvements. I A

Figure 8 shows cross-sections of car-truck wheel embodying my improvements. Thisfigure shows two methods of adapting my improvements to car-truck.

The object of my invention is to produce an elastic car or driving-wheel which shall be simple in construc tionjas well as'strong and durable.-

- The result sought in all inventions of this c-lass is toproduce a. wheel which shall be capable of bearing the immense strain to which ear and driving-wheels are subjected but, as yet, no wheel-has been produced possessing the requisite integrity of construction. Oomplexity defeats the purpose in some, while in others themetal and cushions" are not well adapted to bear 1 weight and strains; and, again, the parts fail to present the proper dimensions, some being light, when the reverse should exist, so that, although material enough may be'employed, yet its want of mechanical distribution causes the invention to be considered useless.

. J am aware that a wheel has been shown and describedeomposed of a rim having inner corrugations and corresponding'seat in the binding-ring and body of the wheel, the corrugated rim having a double bevel,

' and the corrugated faces of the binding-ringand wheel 1 being'likewise bevelled. This corrugated form makes necessary the use of cast-metal, 'and'is otherwiseimpracticable. :1 form my tire with a smooth inner surface,of regular curve, and corresponding seat in the binding-ring and body of the wheel, and without any interposed rim between thetire and the wheel. I am thus able to use wrought-metal, which is the only practicablemateriah for the tires of railway vheels.

I have striven to avoid these objections, by the employment of but fewpieces, and the accurate distribution and adaptation of materials, and putting the various parts together on established principles in mechanics.

The nature of my invention consistsr First, in the combination of a double bevelled tire with a bevel-face wheel-and binding-ring, as will be explained. V

Third, the combination of an inner double bevelled flangedtire with a bevelfamed fastening or .bindin'gring, and with the body of the wheel, when the treadportion of said tire is over or around said binding-ring, and the flanged portion over or around the solid portion or body of the wheel, the object being to bring the greatest point of strain on or over the point or' part of greatest capacity for resistance.

In the drawings, sheet 1- A is the rim or 'tire of a driving-wheel.

, B, the bodyof the wheel.

D, a binding-ring, fitting into annular space I) m in the side of the body of wheel next tothe rim,

E E are-bolts. 4

c c c are e'lasticcrishions.

The peripheric surfaces of the body of the-wheel and binding-rim are oblique; but, when together, the sur facesof each are inclined opposite to each other, formingan obtuse angle, a b d, but with the face a I) much longer than face bd, the face I) (I being that of the ring v1Q. Now, the inner surface of the rim A presents a counter-angle, fitting the angle a b d, formed. by the body of the wheel B and ring D. The angle 1) is nearer the opposite side of the wheel from the flange .h of the tire. The object. of this will be explained below.

c c are elasticcushions between the rim A and the body B and the ring D, while a is a cushion between the ring D and the body B. The object of this cushion c' is to preserve the close fit of ring D and the body B, so-that the bolts will not'work loose. The oiiice of cushions c c is to givean elasticity to the entire wheel equallyfeltyand the prime objectof my invention-the object of having the angle 1) to one side of the centre of 'the'rim, and nearer the opposite side from the flange h-,is, that asthe rim bears upon the railat point neai the flange, the greatest pressure, of course, is at this point. Now, by the construction shown, the rim-is capable of sustaining this pressure, without the inner surface being made concave, by peeningaction upon the outer surface of rim. Again, by this position of angles, the rim does not act so much as a wedge upon the body of the wheel and the ring as it otherwise would. For instance, as in construction shown in fig.- 4, as will beseen, a greater thickness of rim is obtained at b i than at other points; and this construction, with the described position of the angle, prevents the peening spoken of above. This is important, and prolongs the wear of a wheeh run. Another very important object attained by. placing the bindingring D oil-that side of the wheel opposite or most remote from the side where. the flange is, GOD-r sists in this,-that the most excessive strain upon the wheel comes in the angle or corner between the tread and flange of the wheel or rim, which point or part has both vertical and lateral strains, blows, or jars to resist. As this part of the rim is placed over or around the solid portion of the body of the wheel, of course that solid portion is more able 'to resist or withstand this double strain.

The portion of the tread of the rim that is over or around the binding-ring D, of course, transmits its strains, in whole or in part, upon said ring and its bolts, and the ring and bolts can sustain that portion of the strain but, if the flange-portion of the rim were placed over or around the binding-ring, it could not sustain the double strains that come in the corner formed by the union of the tread with the flange.

In fig. 2', the space m, in the body of the wheel, for

the reception of the binding-ring, is curved at m but, in fig. 2', the space has right angle m n 0, with corresponding form of ring, to fit the same. The cushions c c, fig. 2, are held in a recess in the face of the body of the wheel, and the face of the ring I). These spaces 6 e and t t prevent the cushions from slipping, and also protect them from the action of oil, or other substances which might otherwise injure them. The cushion c is, by its position, thoroughly protected, but it is also held fast by the shoulders of the recess in which it is held.

The construction and relative bearing and arrangement of the rim, body of wheel, and binding-rin g, with cushions, are varied and modified in figs. 3, 4, and 6, but the same general principles and equivalent forms apply and prevail throughout. The result is a firm, compactly-built wheel, with the parts securely held together, and capable of sustaining the strain which a driving-wheel is required to meet.

In figs. 7 and 8, sheet 3, my improvements are applied to car-truck wheels. The same general features are preserved. Two forms or constructions of rims are shown, the rim G being of iron, and hollow, and the body L hollow, while G is solid, and the body L the same.

In building wheels after my invention, it may be requisite to use check-nuts upon the bolts E; or rivets may be employed.

It will be seen,from the description given, that while I produce a wheel capable of the endurance of the ordinary wheels in use, I secure the elasticity so desirable, the beneficial results of which are too well known to need elaboratiomand yet avoid a complex, and consequently weak structure, so dangerous that corporations refuse to grant a trial; and, although cost is not particularly an object in producing a serviceable elastic wheel, I. claim to have succeeded in bringing out one at a moderate expense.

Having thus fully described my invention,

What I claim as new therein, and desire to secure by Letters Patent, is-

1. The combination of a double bevelled tire with a bevel-faced wheel and binding-ring, substantially as described.

2. The combination of a double bevelled tire with a wheel-body and a binding-ring, which are recessed, as and for the purpose described.

3. The combination of an inner double bevelled flanged tire with a bevel-faced fastening or binding-

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