US1235067A - Car-wheel. - Google Patents

Description

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CAR WHEEL. APPLICATION FILED JUNE 2'. 1916- 4 SHEETS-SHEET l- LIIETNEEJEES. lNvE NTEJF? U l./C5m. j 7 Y @902 ATT [IRNE Y5.

Patented- July 31, 1917.

l c. w. SHERMAN.

CAR WHEEL.

APPLICATION FILED JUNE 2. i916.

Patented July 31, 1917.

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lnlinpzssgm C. W. SHERMAN.

CAR WHEEL. APPLICATION FlLED JUNE 2, 1916.

1,235,067. Patented July 31, 1917. Fig.5.

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C. W. SHERMAN.

CAR WHEEL.

APPLICATION FILED JUNE 2. 19m.

Patented JuIySl, 917.

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CLIFTON W. SHERMAN, 0F BUFFALO, NEW YORK.

CAB-WHEEL.

Specification of Letters Patent.

Patented July 31, 191 '7.

Original application filed. September 8, 1914, Serial No. 860,557. Divided and this application filed June 2, 1916; Serial No. 101,396.

To all whom it may concern:

Be it known that I, CLIFTON W. SHER- MAN, a citizen of the United States, residing at Buffalo, in the county of Erie and State of New York, have invented new and useful Improvements in Car-VVheels, of which the following is a specification.

This invention relates to an integral cast metal car wheel in which the bearing face of the tread or rim and the flange thereof are formed against a chiller for hardening the same.

In wheels of this character-of the Washburn type heretofore in common use the rim and hub have usually been connected by a body or plate having the form of a Y in cross section one branch or web of which is connected with the rim and the other two branches or webs being connected with the front and rear ends of the hub. This construction is objectionable not only on account of its lack of resilience which is desirable to carry the load yieldingly but also on account of the fact that too large an amount of metal is present at the T sections where the outer web of the body or plate is connected with the rim and the Y section where the inner branches or webs of the body plate are connected with the outer branch thereof, such excess mass of metal resulting in unequal shrinkage of the metal in these places during the cooling of the same and causing defective formation and shrinkage strains in the wheel which is clearly evident from the fact that in testing such wheels piping, spongy spots and the like are found where such excess masses of metal are present.

It is the object of this invention to provide a wheel of this character in which the body which supports the rim on the hub is so constructed that an increased resilience of the wheel is obtained but the rim is still properly supported in front and in rear of the load line thereof, and also to so distribute the metal of the wheel that all T and Y sections are eliminated in the mainmembers of the body, thereby strengthening the wheel without increasing the weight of the same and also avoiding the objectionable defective formation and shrinkage strains above referred to.

This application is a division of an application for patent filed by myself September 8, 1914, Serial #860,557.

In the accompanying drawings:

Figure 1 is a vertical section of one form of integral cast metal car wheel embodying my improvements. Fig. 2 is a bottom plan View thereof. Fig. 3 is a view similar to Fig. l of my improved car wheel but showing a slight modification in the construction thereof. Fig. 41 is a bottom plan view of the last mentioned construction. Fig. 5 is a vertical section showing another form of integral cast metal car wheel containing another modified construction of my invention. Fig. 6 is a bottom plan view thereof. Fig. 7 is a vertical section of still another form of car wheel constructed in accordance with my invention. Fig. 8 is a bottom plan View thereof.

Similar characters of reference indicate corresponding parts throughout the several views.

Referring to Figs. 1 and 2, 1 represents the hub of the wheel, and 2 the annular rim or tread surrounding the hub and provided at its rear edge with an outwardly projecting annular flange 3. Between the hub and rim is arranged the body, connection or member whereby the rim is connected with and supported on the hub. This body comprises a main annular front plate 4 which is connected at its outer edge with the front edge portion of the rim and atits inner edge with the front end of the hub. In rear of the front plate is arranged a rear auxiliary plate 5 which is of'annular form and. dished rearwardly. At its inner edge this rear plate is connected with the rear end of the hub while its inner edge is arranged adjacent to that part of the rear side of the front plate about midway between the rim and hub but is not connected directly with the same. 6 represents a plurality of inner brackets which connect the concave side of the rear plate with the adjacent part of the hub, and 7 a plurality of outer brackets which connect the convex side of the rear plate with the bore of the rim. On its rear side the main plate is provided with an annular row of intermediate brackets or ribs 8 which terminate at their inner or outer ends short of the rim and hub. The inner and outer brackets are staggered relatively to each other in a direction circumferentially of the wheel so that no undue amount of metal is present in any part of the body. The several sets of brackets are preferably curbed between their outer and inner ends so that they are capable of springing to a certain extent under the load upon the wheel, although, if desired, these brackets may be of any other form to suit the particular purpose for which the wheel is to be used.

In this construction of the wheel the main and auxiliary plates are arranged in front or above and in rear or below the load line 9 of the wheel which is arranged midway, or nearly so, between the front and rear edges of the rim, as shown in Fig. 1. The rim is therefore properly supported on the hub so as to be capable of carrying the load .which may be placed upon the same and still avoid the formation of any T sections of any considerable area between a body of the wheel and the rim and hub, or a Y section of considerable area between different members of the body. It follows from this construction that the metal in the wheel is distributed more uniformly throughout the same as a whole so that greater uniformity in the shrinkage of the same occurs while the metal forming the wheel is cooling after being cast in the mold. The principal advantage of this construction is that owing to the absence of abnormally large masses of metal in any particular part of the wheel no shrinkage strains or spongy spots are produced such as frequently occur in the lVashburn type of wheel previously referred to.

Furthermore, this uniform distribution of the metal facilitates uniform formation of the rim or tread as the metal for the same is poured against the chiller and also permits such formation to be effected with increased speed from the back or rear edge of the rim below the load line to a point above this line for the purpose of hardening the bearing face of the rim and flange without producing any chill cracks in the same. A wheel having most of the advantages described with reference to the construction shown in Figs. 1 and 2 may be constructed like that shown in Figs. 3 and 4. In this last mentioned construction the front or main .plate 10 is made straight instead of dished, as shown in Fig. 1, and the outer edge of the main plate is connected at a short distance from the front edge of the rim instead of being connected at the extreme front end thereof. In Fig. 3 the outer brackets 11 are not only connected rear plate 12 of angular form instead of curved form, as shown in Figs. 1 and 3. In this angularly formed rear auxiliary plate the same preferably comprises an inner disk-shaped portion 13 which is con {2" nected at its inner edge with the rear end of the hub and an outer cylinder-shaped portion 1a which is connected at its rear edge with the outer edge of the disk 13.

In the construction shown in Figs. 7 and 8 the rear or auxiliary plate 15 of the body is constructed in the form of a cylinder or ring which is arranged concentrically about midway between the hub and rim and is separated at its front edge from the rear side of the main front plate 4 by an intervening space or gap 17 An annular row of outer brackets 18 is employed which are connected with the outerside of the auxiliary plate 15 the rear side of the main plate at and the bore of the rim, and a plurality of inner brackets 19 are employed which are connected with the inner side of the auxiliary plate, the rear side of the main plate and the periphery of the hub. The inner and outer retaining the capacity of expanding or contracting freely during formation without developing any strains in the metal and also imparting the necessary resilience to the wheel so that the same is capable of yieldingly carrying the load while in service.

It is to be noted that in the manufacture of these wheels the mold should be so designed that when the metal is poured into the same while in a casting position the ver tical rise of the metal against the chiller is continuous and at a practically uniform speed from the lower or flanged edge of the rim to a point above the load line or center line of the wheel tread. Furthermore, by staggering the brackets of the several sets relatively to each other a very rapid formation of the tread portion of the rim is effected as the metal overflows from the plate and bracket parts of the mold cavity into that part of the mold which forms the rim, thereby materially strengthening wardly projecting flange, a main annular plate connecting the front edge portion of said rim with the hub, an auxiliary annular plate arranged in rear of the main plate but having no direct connection therewith, inner brackets connecting said auxiliary plate with said hub, and outer brackets connecting the auxiliary plate with said rim.

2. An integral cast metal car wheel comprising a hub, a rim surrounding the hub and provided at its rear edge with an outwardly projecting flange, a main annular plate connecting the front edge portion of said rim with the hub, an auxiliary annular plate arranged in rear of the main plate but having no direct connection therewith, inner brackets connecting said auxiliary plate with said hub, outer brackets connecting the auxiliary plate with said rim and intermediate brackets arranged on the rear side of the main plate between the hub and rim.

3. An integral cast metal car wheel comprising a hub, a rim surrounding the hub and provided at its rear edge with an outwardly projecting flange, a main annular plate connecting the front edge portion of said rim with the hub, a rearwardly dished auxiliary plate arranged in rear of the main plate and connected directly at its inner edge with said hub but disconnected directly with the main plate, and brackets connecting said auxiliary plate with said rim.

4. An integral cast metal car wheel comprising a hub, a rim surrounding the hub and provided at its rear edge with an outwardly projecting flange, a main annular plate connecting the front edge portion of said rim with the hub, a rearwardly dished auxiliary plate arranged in rear of the main plate and connected directly at its inner edge with said hub but disconnected directly with the main plate, outer brackets connecting the convex side of said auxiliary plate with said rim, and inner brackets connecting the con caige side of said auxiliary plate with said hu 5. An integral cast metal car wheel comprising a hub, a rim surrounding the hub and provided at its rear edge with an outwardly projecting flange, a main annular plate connecting the front edge portion of said rim with the hub, a rearwardly dished auxiliary plate arranged in rear of the main plate and connected directly at its inner edge with said hub but disconnected directly with the main plate, outer brackets connecting the convex side of said auxiliary plate with said rim, and inner brackets connecting the concave side of said auxiliary plate with said hub, said main and auxiliary plates being arranged in front and in rear of the load line of the Wheel which is arranged between the front and rear edges of the rim.

lVitness my hand this 13th day of May,

CLIFTON W. SHERMAN. lVitnesses:

R. G. ADAMS, G. HARRm.

Copies of this patent may be obtained for five cents each, by addressing the commissioner of Patents, Washington, D. G.

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