IMPROVEMENTS IN SPRINGS, AND THEIR ARRANGEMENT FOR MOVING AND STATIONARY PURPOSES."
Year: 1862

page_text: LETTERS PATENT to William Bridges Adams, of Holly Mount, Hampstead,
in the Countyof Middlesex, Engineer, for the Invention of "IMPROVEMENTS
IN SPRINGS, AND THEIR ARRANGEMENT FOR MOVING AND STATIONARY PURPOSES."
PROVISIONAL SPECIFICATION left by the said William Bridges Adams
at the Office of the Commissioners of Patents, with his Petition, on the
19th February 1862.
I, WILLIAM BRIDGES ADAMS, of Holly Mount, Hampstead, in the County of
5 Middlesex, Engineer, do hereby declare the nature of the said Invention for
"IMPROVEMENTS IN SPRINGS, AND THEIR ARRANGEMENT FOR MOVING AND STATIONARY
PURPOSES," to be as follows:-
My improvements are chiefly applicable to moving machines and vehicles.
One part consists in obtaining elastic movement by end compressive thrust of
elastic steel bars in a straight or curved form against an abutment or abut-
ments, the curvature of the bar increasing with the load, and the ends
gradually flattening against a straight or curved surface within the abutment,
so that as the load or pressure increases, the available elastic length of the
spring is shortened, and the power of resistance is increased. And the spring
may be of a single plate, or of laminated plates, and of a single curve, or of
double or quadruple curves, and the plates may be tapered in width or thick-
ness, or both. And the abutments may be formed by a straight plate, or by
a curved tension plate yielding longitudinally, or may be formed on the
vehicle or other body to which the springs are applied, and instead of long
plates the springs may be made in squares or circles forming their own
abutments.

page_text: Another part of my improvements consists in placing springs of elastic steel
in the form of clastic hoops between the tyres and frames of wheels, whether
used on rails or common roads, thehoops being either solid or in segments, such
segments breaking joint with each other; also applying steel hoops in combi-
nation with natural or artificial caoutchouc or cork, or other flexible com-
pressible, or elastic material in bands or blocks, the tyres being sō arranged as
to be rigid circles if required, or being also steel springs or flexible metal
giving a flattened bearing, so as to induce adhesion when used for driving
wheels of engines, and the tyres may thus take varying positions to suit irregu-
larities of the road without strain upon the wheel, being in fact not a part
of the wheel, but removeable at pleasure, as the wheel may run without them.
Another part of my improvements consists in the use of springs to connect
the gearing of machinery without jerks, when in motion, by means of gradual
elastic action, so that road locomotives using different speeds may avoid
breakage. These springs may be of tubular steel, with slots or spiral, or
corrugated or elliptical, and they may be applied to wheel tyres also. And
for the compressive action of the spring first described a tension action may
be substituted, straightening a curved spring from fixed abutments.
SPECIFICATION in pursuance of the conditions of the Letters Patent, filed
by the said William Bridges Adams in the Great Seal Patent Office
on the 18th August 1862.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, WILLIAM
BRIDGES ADAMS, of Holly Mount, Hampstead, in the County of Middlesex,
send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her Letters
Patent, bearing date the Nineteenth day of February, in the year of our Lord
One thousand eight hundred and sixty-two, in the twenty-fifth year of
Her reign, did, for Herself, Her heirs and successors, give and grant unto
me, the said William Bridges Adams, Her special licence that I, the said
Willian Bridges Adams, my executors, administrators, and assigns, or such
others as I, the said William Bridges Adams, my executors, administrators,
and assigns, should at any time agree with, and no others, from time to
time and at all times thereafter during the term therein expressed, should
and lawfullymight make, use, exercise, and vend, within the United Kingdom
of Great Britain and Ireland, the Channel Islands, and Isle of Man, an
Invention for "IMPROVEMENTS IN SPRINGS, AND THEIR ARRANGEMENT FOR MOVING

page_text: AND STATIONARY PURPOSES," upon the condition (amongst others) tl.at I, the
said William Bridges Adams, my executors or administrators, by an instru.
ment in writing under my, or their, or one of their hands and seals,
should particularly describe and ascertain the nature of the said Invention,
and in what manner the same was to be performed, and cause the same to
be filed in the Great Seal Patent Office within six calendar months next
and immediately after the date of the said Letters Patent.
NOW KNOW YE that I, the said William Bridges Adams, do hereby
declare the nature of my said Invention, and in what manner the same
is to be performed, to be particularly described and ascertained in and by the
following statement, reference being had to the accompanying Drawings (that
is to say):-
My improved springs and arrangements, and their various applications to
moving and stationary purposes will be und rstood by the following description
and the Sheet of Drawings and references thereunto annexed.
Fig. 1 is the simplest form of abutment spring. a is a straight bar of iron
or steel 3 to 4 inches in width, and about three-8ths of an inch in thickness,
with the ends bent round to form abutments to the springs b, which are two
plates of tempered steel fitted together 3 to 4 inches wide, and from one quarter
to three-Sths of an inch in thickness. A pin may be put through each end to
keep the plates in position. In applying the springs the tension bar a is
bolted to the carriage frame and the centre of the springs brests on the axle
or axle box, and instead of the tension bar a, a pair of abutments may be
formed in the carria,e frame. As the breaking point of this spring would
be at the centre b, a better mode of construction is shewa at Fig. 2, where
the spring plates b, b, are divided at the centre, and rest on a block of
metal e, which may be applied to the axle or axle box, or which may be a
part of the axle box, and single plates may be used, or 2, 3, or more
plates to suit the load. Fig. 3 shews a curved tension plate which is not
rigid, but may elongate with the load. This spring must therefore be
applied with slides or scrolls and shackles as d, d.
Fig. 4, shews a different arrangement, a saddle of iron or steel a, with the
ends turned up is placed on the axle or axle box, in which the cuds of the
springs b, b, abut. In this mole a greater length of spring may be obtained
without lengthening the tension bar, Fig. 4a shews how several plates
may be hooped together to stiffen, the spring, Fig. 4b, shews a plate tapered
in width for the same purpose. The dotted line c, Fig. 4, indicates a
block fixed to the carriage frame to prevent the springs from being over-
powered by the load, or it may be placed on the axle box for the same

page_text: purpose, the curves of the block where the springs touch at the ends
corresponding to the increased curvature of the springs.
Fig. 5 shews a spring with a longer tension bar a, and bent ends of the
saddle plates b, b, descending below the bottom of the axle box so that they
may abut together or on a small block between them.
A pair of curved
springs c, c, are shewn with the ends bent at an angle to clip the axle box
when placed in position, and press elastically against the horn plates or
axle guards, preventing loose movement and noise.
Fig. 6 shews a small spring formed of a tension plate a, and one spring
plate b, abutting at the bends. The dotted lines shew a traction rod to be
connected with a draw-hook or with safety chains or for other purposes to
moderate sudden snatches.
Fig. 7 shews a spring with a tension plate of wrought iron a, a, and an
abutinent casting b, between which points several plates c.c, are made to abut.
The ends of the tension plate and the springs have pins through them to keep
them in position, and they rest on two axle boxes at a, a, the frame of the
vehicle being suspended by the bars d connected to the bolt and nut c.
Fig. 8 shews a similar spring in which the pin a rests on the axle box,
and two hangers b, b, suspend the frame.
Fig 9 shews a tension spring of curved plates, one within another, in
which the rod a supports the spring resting on the axle box and the curved
ends, b, suspend the load.
Fig. 10 shews an abutment spring with a tension bar and several plates
serving for the buffing and traction of railway engines and vehicles. a is
the traction rod; b, b, the ends of the buffer rods.
Fig. 11 shews a side view, and Fig. 11a in plan, a mode of forming the
ends of the tension bars, splitting the bar in the middle, setting the two
halves out sideways and turning up the corners to retain the springs in
position laterally.
Figures 12 and 12a shew another mode of forming the tension box,making
it narrower than the springs, and notching the spring ends to cause them to
clip the bar.
Fig.13 shews in section a part of a railway wheel and wheel tire, with com-
pound springs of steel rings or hoops, or segments with caoutchouc between
them for the wheel to rest on, with a hollow in the tire below. a is the tire;
b, the wheel; c, a ring with a lip inserted in a groove of the front rib of the
tire, and a reverse lip rising over the wheel edge; d, d, are a pair of circular
springs which may be in one or more parts break joint; aud e is a ring of
caoutchouc between them; or other similar elastic material may be used; fis

page_text: a nat ring with a cut through it, sprung into the back lip of the tire which
keeps the wheel in position after it is slid in.
Fig. 14 shews a spring ring a, rolled endless, overlying an external hollow
of the tire b, and retained in position by a dovetail e, into which a lip of the
back flange bis beaten, when the spring ring is in position, and so retains it.
The dotted line indicates this.
Fig. 15 shews a pair of spring rings a, a, each formed in 2 or 3. or more
parts; the outer segments do not touch at their ends, and a central stud in
each of the interior segments passes between them, so that they remain break
joint in position, and lie over a bollow in the tire b, and with the wheel are
retained in position by the flat back ring c. The object of these double springs
is to use thinner steel break-joint, and thus obtain greater elasticity without
breaking than can be obtained with a single spring, and these tires shewn at
Fig: 15 may be forined of cast iron chilled on the periphery, and otherwise
inade malleable as the front rib may be cast of great depth, to give any
required amount of strength as a girder to prevent breakage.
Fig. 16 shews in section, and Fig. 16a in plan a portion of a wheel
for a road vehicle or locomotive. a, a, are a pair of spring circles, which
may be in segments, with a ring of caoutchouc 6 between them. They
overlay a hollow in the tire c, which by preference I form of a weldless
ring of steel rolled to the required size. The wheeld being slid into position,
screw studs e, e, are fixed in and rivetted for the purpose of preventing the tire
moving sideways, such studs being more or less in number as judged desirable.
In this mode the tire can rock laterally, and partly flatten to fit inequalities of
the road Fig. 166 shews in section a tire a, and part of a wheel b, with a
ring of caoutchouc e between. This is intended to give easy movement to
wheels running on iron bars, such as the wheels of spinning mules.
Figures 17 and 17a, shew abutment keys of spring steel or elastic metal to
hold rails in chairs. a, a, is the key, shewn in two forms, to give a firm flat
bearing against the hair jaw c, which holds the rail b.
Fig. 18 shews in plan and Fig. 18a, in section another form of elastic steel
key to secure rails. a, a, is the elastic key, a straight or slightly curved bar
driven in between the rounded chair jaw bb, and a hollowed casting c,c, which
presses against the rail d, d.
In this mode any requisite tightness may be
provided for without leaving it to the discretion of the workman to overdrive
the key which is not a wedge, but of parallel thickness.
Fig. 19 shews in section a mode of applying abutment springs to the side
of a vessel to sustain arinour plates thus made to yield and clude the impact
of shot. a, a, a, are the springs which are formed in sheets and not in narrow

page_text: strips. They are bolted to T formed ribs d, d, which are fixed to the ship's
side. The armour plates b, b, b, are dovetailed between ribs e, e, which are
attached to the ship's side c by bolts ff, passing through sockets g,g. When
a shot strikes the springs will recoil against their abutments in the ribs e, e.
The thickness of the springs may vary from one quarter to half an inch or
more, and they may be as large 'as convenient for manufacture.
Figures 10 and 20a,shew springs formed of tubes, with an open slot appiied
to a gear or tooth wheels to prevent snatches and breakage of the teeth. a, is
a tire with the teeth within which the wheel b attached to the shaft c can
move partly round. Between this wheel and the tire are pierced circular
holes d, d, half in each, the holes being undercut so as to leave a projecting
fillet or flange at each end. The tubular springs e, e, the lower one shewn in
section at Fig. 20a, are cut to lengths to fit in between the fillets or flanges
and being compressed in diameter by means of the open slot, are put into
the holes, thus retaining the wheel and tire in the same plane, but by reason
of their compressibility laterally permitting the tire to move partly round on
the wheel. This arrangement of springs is applicable to the gearing of road
locomotives, to lifting and hauling machinery, and also to the machinery for
spinning and weaving, tending to prevent the breakage of yarns and threads,
and when great power is required the spring tubes may be 2 or more, one
inside the other, or they may be formed with overlapping ends or rolled up in
two or more thicknesses; or caoutchouc may be placed in the circular holes
or a combination of caoutchouc and steel springs, and instead of the springs
being recessed between flanges, plain circular holes may be made and the
springs retained in position by separate bars of metal bolted across them, or a
pair of flat rings may be recessed round the wheel, covering the joint between
the wheel and tire in any convenient method, and the recess for the springs
may instead of a true circle be made oval in the line of the movement to
allow the springs free play, similar in shape to the glasses of a pair of spec-
tacles, and the springs may be in any number that may be convenient to
provide recesses for either one strong spring or a number of light ones.
Fig. 21 shews in plan a spring arrangement applicable to shafting to afford
compensation for irregular movement. a, a, a, shew in section small shafts
or the spindles used to spin yarns, which spindles are usually fixed in solid
bearings, but in this case the bearings b, b, b, are attached to steel spiral or
other springs c, c, c, of any convenient strength, and I prefer to make the
spirals, not of wire, but in ribbands of more or less width, these spirals are
placed in a trough d, and abut one against another, so that the external parts
are more or less a fixture, while the centre may yield to pressure, and com-

page_text: pensate for any irregularity in the thread or yarn, or irregularity in the
spindles or driving apparatus, and these springs can be used for the step or
foot of the spindle below, or for the bearing in the bolster above. And the
oil for lubrication may be placed in the trough to which the foot of the
spindle may pass through the bearing or may be contained in a separate
vessel to each spindle. The spring bearings above will afford great facility
for twisting the spindles in and out, and this spring arrangement will permit
the use of comparatively short spindles. In these elastic bearings mineral
oil of low price may supply the place of sperm and other oils for the purpose
of lubrication, as the pressure will not vary so much in work, and will not
require a thick or viscid oil to form a cushion, and the centre, if spirals,
containing or forming the bearing, may rise in a volute form to prevent the
end of the spindle from bearing on the trough, and thus avoiding end
vibration.
Having now described my said improvements, I wish it to be understood
that what I claim is,-
First, the springs and their attachments, as applicable to carriages and
other purposes, as herein-before described and shewn by Figures 1 to 12a,
inclusive.
.
Secondly, the springs and their attachments as applied to wheel tires as
herein-before described and shewn by Figures 13 to 166, inclusive.
Thirdly, the springs as applied to rail fastenings,asherein-before described
and shewn by Figures 17 to 18a, inclusive.
Fourthly, the springs as applied to geared or toothed wheels for spinning
or weaving machinery, or mill or crane work as herein-before described and
shewn by Figures 20 to 20a, inclusive.
Fifthly, the springs as applied to armour-plated vessels, as herein-before
described and shewn at Figure 19.
And, lastly, the springs as herein-before described and shewn in Figure 21,
as applied to machine spindles, or shafts, or axles, to diminish friction and
vibratory movement.
In witness whereof, I, the said William Bridges Adams, have hereunto
set my hand and seal, this Sixteenth day of August, in the year of
our Lord One thousand eight hundred and sixty-two.
WILLIAM BRIDGES ADAMS.
(L.S.)