IM- PROVEMENTS IN VEHICLES
Year: 1864

page_text: LETTERS PATENT to William Clark, of 53, Chancery Lane, in the County
of Middlesex, Engineer and Patent Agent, for the Invention of "IM-
PROVEMENTS IN VEHICLES."-A communication from abroad by Constant
PROVISIONAL SPECIFICATION left by the said William Clark at the
Office of the Commissioners of Patents, with his; Petition, on the 30th
September 1864.
I, WILLIAM CLARK, of 53, Chancery Lane, in the County of Middlesex,
Engineer and Patent Agent, do hereby declare. the nature of the said
Invention for." IMPROVEMENTS IN VEHICLES," to be as follows:-
The methods of supporting and suspending vehicles both on rail and
ordinary roads offer objections of various kinds. Some of these objections are
common to both, while others more especially apply to railroad carriages;
among the first may be mentioned, 1st, the employment of a single axle for
two wheels; 2ndly, the lateral displacement of the body of the vehicle by the
jolting of the wheels; 3rdly, the necessity for employing small wheels for low
speeds; 4thly, the necessity as a consequence of mounting the vehicles very
high in order to use larger. wheels. The peculiar objections to railway
carriages consequent on the method of fixing the wheels on their axles are;
1st, the necessity for inclining the tread of the tires of the wheels; 2ndly, the
consequent absence of normal direction either when running in the straight
or in curves, in the first case because nothing can confine the wheels to main-

page_text: tain their contact on two similar diameters, in the latter case because the
same inclination of tire cannot adapt itself equally well to the different radii
of a curve; 3rdly, the lateral play of the tires is prejudicial to the motion in
a rectilinear direction, and also to the wear of the rolling stock; 4thly, the
shocks consequent on the play between the tires of the wheels and the rails
which represents so much-lateral distance traversed, and transforms the weight
of the carriage into active force by multiplying its weight by the square of the
lateral speed acquired.
The object of this Invention as regards railway carriages is, 1st, to dispense
with the connection between the wheels without losing the advantage of
journals and fixed bearings; 2ndly, to diminish the amount of friction on cach
of the journals or pivots by doubling-their number, while for ordinary vehicles
I substitute journals turning in fixed bearings for boxes rotating on fixed
axles; and, lastly, for both kinds of vehicles ist, do away with or lessen the
lateral play caused by the angular motion of the axle; 2ndly, I apply larger
wheels to low vehicles; and, 3rdly, I pivot each fore wheel on an independent
vertical axis, so as to admit of the vehicle being turned without displacing
the centres of support of the fore wheels. In order to obtain this result. I
form a kind of parallelogram composed of two, three, or four springs, and
connected near its centre-to a rigid fork forming the bearing, transmitting
a uniform and simultaneous deflection from the several parts of the
parallelogram. The plates of the spring composing said parallelogram are fixed
or rather jointed at their ends to the fixed part of the body, and as their elasticity
can only be utilized in one direction, while laterally and longitudinally they
are completely inflexible, the wheels and body of the vehicle can only move
vertically.
This Invention is illustrated in the accompanying Drawing, Fig. 1 of which
is a longitudinal elevation, Fig. 2. a plan, and Fig. 3 a transverse section of
a railway carriage wheel and part of the framing. The letters are the same
for the three Figures.
:
A; three springs forming an elastic parallelogram; B, fork for connecting, the
several parts of-said-parallelogram; C, joints of the springs; D, bearings; E;
journals of wheel F. The parts being thus arranged; it will be readily understood
that each wheel is entirely independent of the others, and that any shock it may
receive will not produce a lateral displacement of the carriage, as in Figs. 4 and
5, causing vibrations which are very disagreeable, and destructive to the rolling
stock. The advantage obtained by the adoption of this, arrangement over that
f fixed axles and rotating axle boxes may also be utilized, as the weight on each
of the journals is reduced to one-half of that carried by the journals of ordinary

page_text: axles, the number being in this case doubled: The weight on. each end of:
the springs is also reduced one-third: what it is in ordinary, enabling the joints-
to be made with a view to continuous lubrication. The wheels may also be
made large without raising the vehicle, as in Fig. 6. The vehicle will, in all
cases be perfectly balanced. on the ground, ás. the wheels turn independently
without being displaced, as in Fig. 7. Common road vehicles may also be
reduced in length, and constructed. of the form represented in Figs. 8 and 9..
If it is desired simply to apply the principle of independent axles without the
advantage of rotating journals, this may be effected by firmly fixing a couple
of springs to an upright arm, carrying the journal as in ordinary wheels, see
Fig. 10. It is also, evident that supposing all four journals and springs,, or
the entire system as applied to a pair of wheels, are desired to be brought to
bear in opposition to lateral shocks, this may be readily effected by the aid
of a rod fixed to the journals of two contiguous wheels (as seen in Fig. 3), in
such manner that all lateral resistance will be double by the application of
this improved system. It should be further observed that in proportion to
the increased security all difficulties become diminished, as by making the
axles independent the play between the tire of the wheel and the rail is
prevented, all shocks are. obviated, which as before observed are simply
consequent on the dead weight of the vehicle becoming transformed into active
force by the lateral speed acquired; all shocks are thus prevented, instead of
which is substituted a lateral pressure of the tires on the rail, which if not
uniform varies but slightly.
Fig. 4 is an illustration of the result of the vertical jolting on the hori-
zontal stability of a railway carriage. The vertical rise may be more or less
slight, either from the weight of the vehicle, or the rapidity of the motion,
which in both cases are influenced by the inertia of the vehicle, while its
horizontal displacement is uninfluenced by such action, everything being rigid
in a lateral direction.
Fig. 5 represents a similar illustration as applied to an omnibus.
Fig. 6 shows a section of an improved omnibus, the roof being fitted with
a 'cover!
Fig. 7 shows the method of mounting the fore carriage. G, shaft; II;
coupling rod; I, segment running in grooves inade for its reception; J, point
of connection of rod 11 with segment I; K, wheels mounted in a fork pivotted
at the upper part to the under part of the third spring.
Figs. 8 and 9 represent another arrangement of fore carriage with a single
wheel. The letters apply to both Figures. L, ordinary hind wheel arrar ge-

page_text: ment of a cab; M, fore carriage with a single:.wheel; N, fixed ring;: on
which slides a ring O, carrying the. springs P.; Q, fork pivotted: to the under
part of the upper.spring.R.. the latter being carried by two brackets S.
Fig. 10, méthod of 'connecting two springs with a single bar.
The foregoing is a sufficient illustration of the principle of independent
wheels, the object of the. present application for Letters Patent being to
secure the exclusive right to the. use. and application of the above described:
improvements as applied to all kinds of vehicles.
SPECIFICATION in pursuance of the conditions of the Letters Patent, filed
by the said William Clark in the Great Seal Patent Office on the. 29th
March 1865."
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, WILLIAM
CLARK, of 53, Chancery Lane, in the County of Middlesex, Engineer, and
Patent Agent, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her Letters
Patent, bearing date the Thirtieth day of September, in the year of our Lord
One thousand eight hundred and sixty-four,,in the twenty-eighth year of Her
reign, did, for Herself, Her heirs and successors, give and grant unto me
the said William Clark, Her special licence that I,..the said William Clark;
my executors, administrators, and assigns, or such others as I, the said William
Clark, 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 lawfully might 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 VEHICLES,"
a communication to me from abroad by Constant Jouffroy Duméry, Civil
Engineer, of 29, Boulevart St. Martin, Paris, upon the condition. (amongst
others) that I, the said William Clark, my executors or administrators, by an
instrument 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 Clark, do hereby declare the
nature of the said Invention, and in what manner the same is to be per-

page_text: formed, to be particularly described and ascertained-in and by the following
statement, reference being had to the Sheet of Drawings hereunto annexed,
and to the letters and figures marked thereon: (that is to say): :-
The methods of supporting and suspending vehicles both on rail and ordinary
roads offer objections of various kinds. Some of these objections are common
to both, while others more especially apply to railroads. Among the first
may be mentioned, 1st, the employment of a single axle for two wheels; 2ndly,
the lateral displacement of the body. of the vehicle by the jolting of the wheels,
3rdly, the necessity for employing small wheels .for. low speeds; 4thly, the
necessity as a consequence of mounting the vehicles very high in order to use
large wheels. The peculiar objections to railway carriages consequent on the
method of fixing the wheels on their axles are, 1st, the necessity for inclining
the tread of the tires of the wheels; 2ndly, the consequent absence of normal
direction either when running in the straight or on .curves, in the first case
because nothing can force the wheels to maintain their contact on two similar
diameters, and in the latter case because the same inclination of tire cannot
adapt itself equally well to the different radii of a curve; 3rdly, the lateral play
of the tires is very prejudicial to the motion in a rectilinear direction, and also
to the wear of the rolling stock; 4thly, the shocks consequent on the play
between the tires of the wheels and the rails' which represents so much lateral
distance traversed; and transforms the weight of the carriage into active force
by multiplying its weight by the square of the lateral speed acquired.
The object of this Invention as regards railway carriages is, 1st, to dispense
with the connection between the wheels without losing the advantage of
journals and fixed bearings;, 2ndly, to diminish the amount of friction on each
of the journals or pivots by doubling their number, while for. ordinary
vehicles I substitute journals turning in fixed bearings for boxes rotating on
fixed journals; and, lastly, for both kinds of vehicles I, 1st, do away with or
lessen the lateral play caused by the angular motion of the axle ; 2ndly, I
apply large wheels to low vehicles; and 3rdly, I pivot each fore wheel on an
independent vertical axis, so as to admit of the vehicle being turned without
displacing the centres of support of the fore wheels. In order to obtain this
result I form a kind of elastic parallelogram composed of two, three, or four
springs, and connected near its centre to a rigid fork forming the bearing, and
transmitting a uniform and simultaneous deflection from the several parts
of the elastic parallelogram. The plates of the springs composing said
parallelogram are fixed or rather jointed at their ends to the fixed parts of the
body, and as their elasticity can only be utilized in one direction, while laterally

page_text: and longitudinally they are completely inflexible, the wheels and body of the
vehicle can only move vertically..
This Invention is illustrated in the accompanying Drawing, Fig. 1 of which
is a longitudinal elevation, Fig. 2 à plan, and Fig. 3 a transverse section of
a railway carriage, wheel and part of the framing. The letters are the same
for the three Figures.
A, three springs forming an elastic parallelogram; B, fork for connecting
the several parts of said parallelogram; C, joints of the springs; D, bearings;
and E, journals of whéel E. The parts being 'thus arranged, it will be readily
understood that each wheel is entirely independent of the others, and that any
shock it may receive will not produce a lateral displacement of the carriage,
as in Figs. 4 and 5, causing-vibrations. which are very disagreeable, and
destructive, to the rolling stock. The advantage obtained by the adoption
of this arrangement over that of: fixed'axles and rotating axle boxes may also
be utilized, as: the weight: on each::of the journals-is: reduced to one-half of
that carried by the journals of ordinary axles,-the- number being in this case
doubled. The weight on each end of the springs is also reduced one-third
what it is in ordinary, enabling the joints to be made with a view to continuous
lubrication. The wheels may also be made large without-raising the vehicle;
as in Fig. 6. The vehicles will in all cases be perfectly balanced on the
ground, as the wheels turn independently without being displaced, as in Fig. 7:
Common, road vehicles may also be reduced in length, and constructed of the
form represented in Figs. 8 and 9. If it is desired simply to apply the
principle of independent axles without the advantage of journals, this may be
effected by firmly fixing a couple of springs to an upright arm
carrying the
journals as in ordinary wheels, see Fig. 10. It is also evident that supposing
all four journals and springs, or the entire system as applied to a pair of wheels,
are desired to be brought to bear in opposition to lateral shocks, this may be
readily effected by the aid of a rod fixed to the journals of two contiguous wheels,
as seen in Fig: 3 in such manner that all lateral resistance will be doubled by
:the application of this improved-system. It should be further observed that
:in proportion to the increased security all difficulties become diminished, as by
making the axles: independent-the play between the tire of the wheel and the
rail is prevented;-while-all-shocks are saved, which as before observed are
simply consequent on the dead weight of the vehicle becoming transformed
into active force by the lateral speed acquired; all shocks are thus prevented;
instead of which is substituted a lateral pressure of the tires on the rail
which if not uniform- varies but slightly..

page_text: Fig. 4 is an illustration of the result of the vertical jolting on the horizontal
stability of a railway carriage. The vertical rise may be more or less slight,
either from the weight of the vehicle or the rapidity of the motion, which in
both cases are influenced by the inertia of the vehicle, while its horizontal
displacement is uninfluenced by such action, everything being rigid in a lateral
direction.
Fig. 5 represents a similar illustration as applied to an omnibus.
Fig. 6 shows a section of an improved omnibus, the roof being fitted with
a cover.
Fig. 7 shows the method of mounting the fore carriage..G, shaft; H,
coupling rod; I, segment running in grooves made for its reception; J, point
of connection of rod H with segment I; K, wheels mounted in a fork pivotted
at the upper part to the under part of the third spring plate.
Figs. 8 and 9 represent another arrangement of fore carriage with a single
wheel. The letters apply to both Figures. L, ordinary hind wheel arrange-
ment of a cab; M, fore carriage with single wheel; N, fixed ring, on which
slides a ring O carrying the spring P; Q, fork pivotted to the under part
of the upper spring R, the latter being carried by two brackets S.
Fig. 10 method of connecting two springs with a single bar..
The foregoing is a sufficient illustration of the principle of independent
wheels, the object of the present Letters Patent being to secure the exclusive
right to the use and application of the above-described improvements as applied
to all kinds of vehicles.
In witness whereof, I, the said William Clark, have hereunto set my
hand and seal, this Twenty-ninth day of March, in the year of our
Lord One thousand eight hundred and sixty-five.
Witness,
JAMES DAISH,
53, Chancery Lane,
London.
W. CLARK. (L.S.)