Untitled record

Sheets—Sheet 1.

S H. DUBOIS.

Car Axle.

No. 37.280.

Patented Jan. 6, 1863.

<img file="US37280A_D0001.tif" />

Witnesses*

<img file="US37280A_D0002.tif" />

<img file="US37280A_D0003.tif" />

Inventor*

<img file="US37280A_D0004.tif" />

ANkPHOTO-LlTHO·. CO.N.Y PROCESS.)

Sheets—Sheet 2

S H. DUBOIS.

Gar Axle.

No. 37,280.

Patented Jan. 6, 1863.

<img file="US37280A_D0005.tif" />

Witnesses:

<img file="US37280A_D0006.tif" />

inventor.

<img file="US37280A_D0007.tif" />

AM. PHQTO-LITHO. CQ. N.Y (OSBORNE’S PROCESS.}

Sheets—Sheet 3.

S H. DUBOIS.

Car Axle.

No. 37,280.

Patented Jan. 6, 1863.

<img file="US37280A_D0008.tif" />

Witnesses inventor.

AM. PHOTO-LITHO. CO. N.Y. (OSBORNE'S PROCESS.)

United States Patent Office.

SAMUEL H. DUBOIS, OF BUFFALO, NEW YORK.

IMPROVEMENT IN RAILROAD-CAR AXLES.

Specification forming part of Letters Patent No. 37,28®, dated January 6, 1863.

To all whom it may concern:

Be.it known that I, Samuel H. Dubois, of the city of Buffalo, and State of New York, have invented certain new and useful Improvements in Railroad-Oar Axles; and I do hereby declare that the following is a full, clear, and exact description of the construction and operation of the same, reference being had to the accompanying drawings,in which—

Figure I is a side elevation of an ordinary four-wheel, truck. Fig. II is a plan which represents my improved axle in its arrangement with each pair of wheels and truck. Figs. Ill and IV are sections to represent the journal-box and support for the ball-journal of the axle. Fig. V is a section to show the ball-journals of each pair of axles as connected with the· journal-box.

The nature of mj· invention consists in making a separate, axle for each wheel, with a ball-journal on the inner end thereof with appropriate, socket or journal-box, having a central support on the truck, so that the axles of each one of a pair of wheels will run in line and independently of the other, and at the same time hold the wheels from spreading apart and easily and with less friction and without slip conform to the varying curves of the track.

Letters of like name and kind refer to like parts in each of the figures.

A represents a car-truck of ordinary construction, having an extra cross-timber, as shown at A', for the support of the ball end of the axle.

B represents a. journal-box, of ordinary construction, for the outer journal end of the shaft, which journal-box is supported in a common hanger, (or oil-box,) as shown atB²; C, wheel of ordinary construction. .

D represents my improved axle, having a ball-journal on its inner end, as distinctly shown at d', Fig. V. Each wheel of each pair has an axle separate and independent of the other, which are placed in line, as shown in the drawings. A double journal-box is made for the support of the ball-journals of each pair of axles, as represented at E. This double journal-box is supported in an appropriate hanger, F, which hanger is made fast to the cross-timber A', thus giving the ball ends of the axles a- central support upon the truck. A rubber spring (corresponding to the spring on the outer box) is placed upon the upper side of the box, as shown in Fig. Ill at/'.

In order to represent different modes of using my improved ball-axle, I have, made one of these boxes with a flange, as shown at h, Fig. II, which will bear against the hanger in a manner to prevent the journal-box from tipping, and the others are represented without a flange in order to allow the journal-box to tip a little, if the strain upon the axle should require it. In both forms the journal-box may have a slight vertical movement, corresponding to that on the outer end of the axle. This compound or double journal-box is suitably fitted for the ball ends of the axles, and ties the two contiguous ends of the axles together and prevents them from spreading apart, so that practically in this respect the two axles act as one, while at the same time each has a motion independently of the other, and each forms radii to the curve without increased strain, and each allows its wheel to conform, without “slip” or increased friction, to the varying curves of the track.