Improvements in Shafts for Carriages.
Year: 1896

page_text: Date of Application, 30th May, 1896
Complete Specification Left, 25th Feb., 1897-Accepted, 15th May. 1897
PROVISIONAL SPECIFICATION.
Improvements in Shafts for Carriages.
I, FRANÇOIS DESIRE BERNIER, of 49 Avenue de l'Observation, Paris, in the
Republic of France, do hereby declare the nature of this invention to be as
follows:-
My invention consists of a shaft for carriages, so constructed as to be absolutely
unbreakable as regards an ordinary fracture from a longitudinal strain. The fracture
made by the action between the controlling clamp under grip-that is to say-at
the place where shafts are nearly always broken enables the front part of the shaft at
the moment of the horse's fall, to rise in a vertical plane, or to adjust itself into
an horizontal, or sometimes an oblique plane. The back part of the shafts is not then
able in any position to follow a like motion by the action of the horse's fall
sufficiently to avert a fracture.
As for the back part, it is relatively very short, and as that end of it nearest to the
fracture rests on the ground after the fall it then takes a nearly vertical position.
The tension arises in a great measure from the reaction resulting shock from the
strain of the horse on the shaft.
However that shock would more frequently be sufficient to snap that part of the
shaft if it was constructed entirely of wood.
I have also appended throughout the entire length of its lower surface a steel spring
which supplies the necessary elasticity and resistance to meet every requirement.
My shaft is built of two pieces joined together by a special mechanism which
1 term universal mechanism.
These pieces consist of the wooden parts strengthened and tipped by metallic pieces
the ends of which are slotted and encased on the side where the fracture is liable
to arise preferably by a socket of malleable metal. When these two pieces are
united the joint or mechanism is between the controlling clamp end of the under-
grip that is to say at the place where shafts usually break. Each of the sockets
shews two grips of unequal length, which serve for fixing the corresponding wooden
portion by means of a screw and a wooden screw.
The smallest sleeve secured to the front division of the shaft is closed on the
side of the joint and presents a square projection at the bottom, in the thickness
of which there is partly embedded the head of a short bolt, made in the shape of
an eye, and firmly retained in position by a nut.
The sleeve, secured to the rear division is open at both ends and has an elongated
cylindrical recess, with a portion on the side of the joint, the diameter of which
is less than that of the remaining part. A powerful spiral spring, located within
the said sleeve comes to take up its position upon the shoulder situated between the
two parts of unequal diameter. This spring surrounds the shank of a bolt k,
the eye-shaped head of which is linked or jointed to the head of the bolt, somewhat
after the manner in which the links of a chain are joined together. The degree
of compression of the spring may he adjusted at will by tightening a nut acting
through the medium of a washer. This square projection or raised portion of the
sleeve is embedded in the sleeve which is provided for this purpose, in its cylindrical
portion with four angular slots or notches placed at the apices of the same square;
the engagement between the two being firmly maintained by the action of the
spring

page_text: Normally, the shaft remains at all times absolutely rigil, except when the horse
happens to tumble, in which case the shock which is imparted to the end of the shaft
when it is dragged down by the falling animal and suddenly strikes the ground, has
the effect of setting the front portion of the shaft,, within the sleeve of the rear
portion, into such operation, that the resistance of the spring is overcome. The linked
joint, owing to the square projection, enables the portion to be displaced in a vertical
plane and in a horizontal plane. Besides, when the said portion has left its recess on
one side, then, if a lateral strain should happen to act upon the forward portion of the
shaft, this shaft turns on its own axis at an angle of say, 90°, 180° or at any other
angle. Thus in an ordinary case of the horse stumbling or falling down, the forward
portion of the shaft first moves in a vertical plane, turning about the upper part of its
projection, and then, if the horse should come to lie on the shaft, the side pressure
exercised upon the arc-shaped portion of the shaft, turns this down upon the ground
by a rotary movement about its own axis at an angle of 90°, more or less. Now,
this forward portion is no longer endangered, since it rests upon the ground at all
points of its surface.
The rear portion of the shaft acts as a buttress, as it were, resisting breakage of its
own accord in a very effective manner. However in order that it may in all cases
resist the weight of the horse, when the same comes to fall or lie on the ground,
I arrange upon the lower surface of this portion of the shaft, and within a longitudinal
groove provided for the purpose, a steel" "stretcher" retained against the sleeve by
the wood-screw, passing through its eye and secured to the wood body piece at the
opposite end by means of an elongated nut screwed into its broadest end.
Towards the rearward extremity of the stretcher slightly deviates to one side, which
enables it to avoid contact with the rod of the "T" piece (in which the horses are
put or by which they are checked) which traverses the body of the shaft throughout
its thickness.
The remaining metal fittings of the shaft merely comprise metal checks placed in
the rear, the clamp, the fitting of the back, and the end piece. This last mentioned
piece offers a peculiarity which assists the proper operation of my improved shaft,
the end piece being cut at an angle, or bevelled upon the lower surface, so that
when a fall occurs and when, in consequence, this end piece meets the ground,
instead of abutting against it and thus causing the shaft to meet a sort of buttress,
or to sustain a strain, it immediately slides along and thereby facilitates the operation
of the linked joint, as hereinabove specified.
Dated this 30th day of May 1896.
HASELTINE, LAKE & Co.,
45 Southampton Buildings, London, W.C., Agents for the Applicant.
1, FRANÇOIS DÉSIRÉ BERNIER, of 49 Avenue de l'Observation, Paris, in the
Republic of France, Gentleman 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:-
This invention relates to improvements in shafts for vehicles designed to obviate the
breakage of the same this being effected by means of a universal joint and a longitu-
dinal tension device. The division of the shaft, which is made between the backing lug
and the under-grip, that is to say at the place where almost all shafts break, permits of
the front portion of the shaft rising in a vertical plane should the horse fall, and also
of displacement of the part in a horizontal or an oblique direction.

page_text: Owing to this, the said front portion of the shaft cannot in any case, experience
ufficient pressure to cause a breakage owing to the horse falling. As regards the
ar portion of the shaft, it is relatively very short, and, as its extremity next the
vision or joint rests upon the ground after a fall, it assumes an almost vertical
osition, thus escaping to a great extent the shock resulting from the falling of the
orse upon the shaft. As, however, the shock which would be experienced would in
ost cases be sufficient to break this portion of the shaft if it were made of wood only,
add upon the lower face of this part for the whole of its length a stiffening piece or
od of steel, which ensures sufficient strength and elasticity..
In the accompanying drawing
Owing to this, the said front portion of the shaft cannot in any case, experience
sufficient pressure to cause a breakage owing to the horse falling. As regards the
rear portion of the shaft, it is relatively very short, and, as its extremity next the
division or joint rests upon the ground after a fall, it assumes an almost vertical
position, thus escaping to a great extent the shock resulting from the falling of the
horse upon the shaft. As, however, the shock which would be experienced would in
most cases be sufficient to break this portion of the shaft if it were made of wood only,
I add upon the lower face of this part for the whole of its length a stiffening piece or
rod of steel, which ensures sufficient strength and elasticity.
In the accompanying drawing
Figure 1 is a longitudinal vertical section of the shaft shewing only the essential
parts.
Figure 2 is a sectional plan of the shaft viewed from below.
Figure 3 is an end view of the portion of the front part of the shaft next the joint.
Figure 4 is an end view of the portion of the rear part of the same shaft next
the joint.
Figure is a section on line 1-2 of Figure 2.
Figure 6 represents upon a smaller scale the complete shaft in elevation.
Figures 7 to 10 represent in longitudinal vertical section, sectional plan seen
from beneath and transverse sections, the essential parts of a slightly modified form
of my improved shaft.
Figure 11 shews the application to my said shaft of a special assembling sleeve
for use in case of breakage.
My shaft comprises two lengths connected together by means of a universal joint
of special form. These lengths consist of the parts a a in wood which are provided
with and strengthened by metal parts where required and capped, where the joint
is effected, by sockets.b and b' respectively which are preferably malleable castings.
When these two lengths are united, the joint or articulation is situated between
the backing lug or attachment c and the under-grip d, that is to say at the place
where shafts usually break.
Each of the two sockets 6, 6' possesses two lugs or projections e and f of unequal
lengths which serve to fix the sockets upon the respective wooden parts, by means
of a metal screw g and a wood screw g'.
The smaller socket b, which is fixed to the front length a of the shaft, is closed
on the side next the joint and possesses at its bottom a square boss or projection h
Figures 1, 2 and 3 in the thickness of which is partially embedded the eye
shaped head of a short bolt h¹ which is kept in position by means of a nut h². The
socket b', which is fixed to the rear length of shaft a', is open at both ends and forms
a long cylindrical space having the portion ; at the end next the joint of smaller
diameter than the rest (Figures 1 and.2). A powerful spiral spring r arranged within
this space bears against the shoulder formed by reason of the difference in diameter of
the two portions above referred to; this spring surrounds the rod of a bolt k, the
eye shaped head of which is jointed to that of the bolt after the fashion of two
links of a chain. The compression of the spring r may be varied at will by means
of a nut acting by means of a washer . The square shaped projecting portion of
the socket fits within the socket ', which is provided for that purpose, in its
cylindrical portion j, with four angular notches or grooves Figure 4 forming the
angles of a corresponding square. The fitting is firmly, maintained by the action
of the spring r.
Under normal conditions, the shaft remains absolutely rigid. Should the horse fall
the shock produced at the end of the shaft, when it touches the ground, causes the
front portion a of the shaft to move within the socket of the rear portion a', over-
coming the resistance of the spring r. The joint formed by the square projection,
permits of the displacement of the part a in both a vertical and a horizontal plane.
In addition to this, when the projection h has left one side of the bearing in which
it fits, if a lateral thrust acts upon the front portion of the shaft, the latter can turn
upon itself through an angle of 90° to 180° or even more. Thus, in the case of any

page_text: ordinary fall of the horse, the front portion of the shaft is first of all displaced.in a
vertical plane pivoting around the upper side of its bess or projection; then, if the
horse should lie upon the shaft, the lateral pressure upon the arched portion of the
shaft, causes the latter to lie upon the ground owing to its rotating upon itself through
an angle of 90° more or less. Whereupon this front portion is absolutely out of all
danger of breakage as it rests upon the ground for its entire length.
With this arrangement the front portion of the shaft possesses so much mobility in
a lateral direction, that, when the vehicle is being sharply turned, the shaft joint might
experience play and thus render it difficult to accurately guide the vehicle.
In order that the rigidity of the shaft may be maintained for its entire length,
except when the horse happens to fall, I slightly modify the connection between the
two lengths of shaft a and a'.
Within the socket I provide two longitudinal grooves 1,1 Figures 7 and 10 situated
in the central vertical plane of this socket. Within these grooves the eye shaped
head of the bolt ', which is rigidly fixed to the length a of the shaft, is partially
embedded. It will be understood that if the rear length of shaft a is supposed to be
fixed, all movement of the length a in a horizontal plane or around its axis becomes
impossible; only movement in a vertical plane under the influence of an adequate
force is then possible. When a fall occurs, the length a rises suddenly and in so doing
stretches the spring r; the head of the bolt h' leaves the grooves whereupon
turning down the part a into the horizontal plane becomes possible.
The rear portion a¹ of the shaft forms so to speak a strut thus opposing great
resistance to fracture. Nevertheless, in order that it may have sufficient strength to
bear the weight of the horse when the latter lies or falls upon its side, I place upon the
lower face of this portion of the shaft, in a longitudinal groove formed for that
purpose, a spring stay or tension device t of steel (Figures 1, 2 and 5) fastened to the
socket by the wood screw g' which passes through the hole 't', and fixed to the
wooden portion a' at the other extremity, by means of nut t2 screwed upon its end.
This stay t may be replaced if desired by a simple strengthening rod m T-shaped
in section, immovably fixed at its two extremities to the ironwork of the shaft
(Figures 7, 8 and 9). At the rear of the shaft, the web of this rod is bent back
upon itself so as to increase its strength at the place where the hole is formed
through which passes the horizontal rivet n assembling this rod and the back
metal cheeks i; à vertical screw o likewise fixes the rear prolongation of the flange
of the rod upon the wooden body of the shaft a¹.
In front, the web of the rod is likewise bent back, but in such a manner as to
form an eye m¹; the flange is also provided with a hole corresponding to the
eye m', so that a single vertical screw g¹ passing through the hole in the flange
and through the eye formed by the web, fixes the rod on this side to the body of
the shaft and to the lug f cast upon the socket b¹.
Should fracture of the shaft result from a shock greater than it is able to
withstand, this fracture will always occur at the joint. In order to permit of
effecting an instantaneous temporary repair, I employ an assembling sleeve p
(Figure 11) which covers the two portions of the shaft sufficient to render thei
immovable, two flat headed screws pl serving to lock the whole in position. The
shaft is then rigid throughout its whole length and enables the vehicle to continue
on its way.
It is thus only necessary to put one or two of these repairing sleeves
in the box of the vehicle in order to be provided against any unfortunate
eventuality.
The other metal parts of the shaft comprise simply: the metal cheeks i i provided
behind, one of which is preferably longer than the other with the object of consolidating
the embedding section, the backing lug or attachment c, the undergrip d and the
covering 9 for the shaft end. This latter possesses a peculiarity which serves to render
the shaft effective; the end q is inclined at q upon its lower face so that when a fall
occurs, when the end of the shaft touches the ground, instead of catching and so
allowing the shaft to act as a support, it instantly slides along and facilitates the action
of the joint in the manner above specified.

page_text: Having now particularly described and ascertained the nature of my said inven-.
tion and in what manner the same is to be performed, I declare that what I
claim is:-
1. A vehicle shaft comprising a wooden body in two lengths terminating at the
point of junction in two metal sockets united by a joint consisting of two bolts having
eye shaped heads joined after the fashion of chain links, one of these bolts being under
the influence of a spiral spring in such a manner as to permit the front portion of the.
shaft to assume any inclinations whatsoever on being acted upon by sufficient forca,
the whole in combination with a longitudinal tension rod of steel placed beneath the.
rear portion of the shaft in order to prevent it from breaking under any circumstances,
the lower face of the forward extremity of the shaft being formed inclined,
substantially as described and represented in the accompanying drawing.
2. A vehicle shaft as described in Claim 1, in which the socket b of the front.
portion a of the shaft is provided with a square boss or projection in which is
partially embedded the eye of the bolt h, and which fits in the angular notches or
grooves in the socket which contains the bolt k around which is coiled the spiral
spring r, this spring being held between a shoulder of the socket & and the nut k² of
the bolt k (Figures 1 to 6).
3. A vehicle shaft as described in Claim 1, in which the socket 6 of the rear portion:
of the shaft possesses two diametrically opposite grooves or channels 17 which serve
for the reception either wholly or in part of the eye shaped head of the bolt /' rigidly
fixed upon the front socket b (Figures 7 to 10)..
4. In a vehicle shaft as described in Claim 1, in which the rear portion a' of the
shaft is consolidated by means of a tension rod t which is maintained in front by a
screw g' and in the rear by a nut t2 (Figures 1 to 6).
5. A vehicle shaft as described in Claim 1, in which the tension device m takes
the form of a rod T shaped in section, the web of which is bent back upon itself at the
two extremities in such a manner as to strengthen the holes through which pass the
fixing screw and rivet g and n (Figures 7 to 10).
6. A vehicle shaft as described in Claim 1, in which the metal casing g of the.
forward extremity of the shaft forms an incline q¹ upon its lower face.
7. A vehicle shaft as described in Claim 1, in combination with an assembling.
sleeve p, serving in case of need to render the two lengths of the shaft rigid, by means.
of the two screws p' (Figure 11).
Dated this 26th day of February 1897.
HASELTINE, LAKE & Co.,
45 Southampton Buildings, London, W.C., Agents for the Applicant..