A SYSTEM OF COUPLED AND ARTICULATED WAGGONS, CARRIAGES, AND MOTORS
Year: 1876

page_text: LETTERS PATENT to Alexander Melville Clark, of 53, Chancery Lane, in the
County of Middlesex, Patent Agent, for the Invention of "A SYSTEM OF
COUPLED AND ARTICULATED WAGGONS, CARRIAGES, AND MOTORS." A com-*
munication from abroad by Léon Dathis, of Paris, France.
PROVISIONAL SPECIFICATION left by the said Alexander Melville Clark at
the Office of the Commissioners of Patents on the 30th October 1876.
ALEXANDER MELVILLE CLARK, of 53, Chancery Lane, in the County of Middlesex,
Patent Agent. "A SYSTEM OF COUPLED AND ARTICULATED WAGGON'S, CARRIAGES,
AND MOTORS."
This Invention consists in a system of waggons, carriages, and engines, so coupled
and articulated as to traverse without slipping of the wheels regular and elliptic
curves of large or small radius. The result is obtained by the following means:-
(A). The vehicles are supported 1st, on a single axle instead of on several, which ⚫
enables them to follow without slipping of the wheels the exact direction of any
kind of curve, the axle being always radial to the the curve, its normal position;
2nd, by a girder or perch on which the ends of the carriages rest, and which serves.
to keep the carriages in equilibrium the one by the other. This perch is connected
at each of its ends to each of two carriages by a vertical pivot placed directly above.
the centre line of the axle or in other position, and it serves both as a draw bar
and support.
(B). The vehicles are guided by means of spring rods (pushing or pulling) placed
crosswise at their ends or in other position, and serving to connect the carriages
together transversely while allowing them to move freely in different or opposite.
directions in turning curves. The vehicles are thus coupled either in twos or
more, or throughout the whole length of the train. In either case they form a
group of vehicles articulated yet rigidly connected as regards their points of support,
attachment, and direction.
In the two first cases the different groups would be connected the one to the
other either by the ordinary couplings or by a draw bar coupling, capable of being
disconnected in the middle and jointed at each end to the same pivot as the girder

page_text: or perch above mentioned, and provided either with a buffing or draw spring or
both enclosed in a kind of buffer case. The spring rods placed crosswise between
the groups of vehicles or in other position serve to guide the vehicles, and are the
same as those between the members of the groups, with this difference, that they
are made to disconnect when required like the draw bar coupling. This system
of coupling may also be applied to ordinary railway carriages, the cross rods serving
by their elastic and guiding action, whether combined with the perch, or the
draw bar coupling, or the ordinary couplings, to prevent oscillation of the carriages
when in motion.
The wheels are keyed either on rigid axles, as usual, or on compensating axles,
which allow the two wheels freedom to turn independently of one another. The
axles in this case are composed of two parts, one solid and one tubular, the latter
fitting on the former like a sleeve or sheath. Each part has a wheel keyed upon
it, and is formed with the journal to turn in the axle box. On a straight line as
the wheels run at equal speeds the tubular and solid parts of the axle turn as one,
and the journals turn on the axle boxes like an ordinary solid axle, but in
traversing curves, as the wheels travel at different speeds, the hollow part of the
axle turns on the solid part and allows for the longer curve travelled over by the
one wheel, by permitting the two wheels and their corresponding journals to turn
independently. This arrangement possesses the advantage of rendering the axle
stronger, it being double at its movable parts. It also permits of keying a wheel
on each part of the axle with a journal turning in the ordinary axle box, thereby
avoiding any deviation which would be produced in the motion of the wheel by
wear of the hub as in ordinary loose wheels, since the tubular axle only acting
when the two wheels run at unequal speeds, the wear is practically nil, and as the
points of contact of the tubular with the solid parts of the axle are very wide
apart, any wear which might take place eventually would not cause any appreciable
deviation in the verticality or the gauge of the wheels.
Further, with the object of preventing accidents from the breakage of an axle or
wheel I place a safety roller, which may or may not be flanged, either in front or
behind each wheel a little above the level of the rails. Should a wheel fail the
roller would act in its stead until the stoppage of the train, and thus maintain
the equilibrium of the carriage. As these rollers are only intended to come into
use in case of accident they may be of the simplest construction consistent with
the requisite strength.
Instead of the girder or perch placed beneath the carriage frames and main-
taining their equilibrium, as above described, I may substitute a frame placed
upon the two adjacent carriage frames and pivoted thereto at the same points and
answering the same purpose.
I reserve the right to apply the Invention either wholly or in part to rail and
tramway engines, carriages, and waggons, for the conveyance of passengers and
merchandize, to carts for common roads, and also to the waggons and carriages
having independent bodies and frames, forming the subject of former Letters
Patent granted to me, bearing date August 28th, 1874, No. 2951.
In order that the Invention may be more readily understood, I have in the
accompanying Drawings given examples of waggons, carriages, and engines, coupled
together on this improved system.
Figure 1 represents a tramway engine and two cars coupled together; and
Figure 2, two tram cars coupled for animal traction.
Figure 3 shows passenger carriages and waggons coupled for a small branch 5
railway or tramway with locomotive attached, the chief features in which are,
1st, the leading and trailing axles A, each mounted on a bogio frame swivelling on
a pivot so as to maintain the axles radial; 2nd, a driving axle or two driving axles
coupled with unflanged wheels C, so as not to intefere with the direction of the
other wheels when on a curve.
Figure 4 shows in elevation passenger carriages and goods waggons coupled and
connected for ordinary railways, with various arrangements for transit and for

page_text: converting ordinary rolling stock to this system. In this Figure is also shown the
safety wheel D, which is moreover applicable to all systems.
Figure 5 is a plan of the under framing of the carriages and trucks above
described.
Figure 6 shows the compensating axle for locomotive and other engines.
Figure 7 shows a compensating axle adapted forr ail or tramway carriages as well
as for common road vehicles.
Figure 8 shows details of the girder coupling.
It is understood that I may dispense with the antifriction rollers shown as being
mounted in this frame, which revolve when the carriage frame moves sideways
when travelling on a curve, and that in lieu thereof I may use "locking plates" or
other means, and that the cross plate placed beneath these rollers to prevent the end
of the carriage tilting up when the load is at the opposite end of the vehicle may
be replaced by other means for attaining the same end, for instance, a stirrup piece
with two friction rollers, &c.
Figure 9 shows details of the connection with the perch and draw bar, with their
pivot and combined buffing and draw spring; and Figure 10, details of the spring
coupling by which one group of carriages is connected to another.
It is unnecessary to remark that the form, number, and dimensions of the parts
of the system, herein-before described, may be modified as required.
SPECIFICATION in pursuance of the conditions of the Letters Patent filed by the
said Alexander Melville Clark in the Great Seal Patent Office on the 19th
April 1877.
ALEXANDER MELVILLE CLARK, of 53, Chancery Lane, in the County of Middlesex,
Patent Agent. "A SYSTEM OF COUPLED AND ARTICULATED WAGGONS, CARRIAGES,
AND MOTORS." A communication from abroad by Leon Dathis, of Paris, France.
This Invention consists in a system of waggons, carriages, and engines so coupled
and articulated as to traverse without slipping of the wheels regular and elliptic
curves of large or small radius. The result is obtained by the following means:-
(A). The wheels are supported, 1st, on a single axle, instead of on several, which
enables them to follow without slipping of the wheels the exact direction of any
kind of curve, the axle being always radial to the curve, its normal position; 2nd,
by a girder on which the end or ends of the carriages rest, and which serves to
keep them in equilibrium the one by the other. This girder is connected at each of
its ends to each of two vehicles by a vertical pivot placed above the centre line of
the axle or in other position, and it serves both as a draw bar and support.
(B). The vehicles have as a means of guidance spring rods (pushing or pulling)
placed crosswise at their ends, or in other position, and serving to direct each
carriage by the other transversely, while allowing them in traversing elliptic curves
to move freely in different or opposite directions. The vehicles are thus coupled
either in two or more, or throughout the whole length of the train. In either case
they form a group of vehicles articulated yet rigidly connected as regards their
points of support, attachment, and direction.
In the two first cases the different groups would be connected the one to the
other either by the ordinary connecting ineans or by a draw bar coupling capable'of
being disconnected in the middle and jointed at each end to the same pivot as the
girder above mentioned, and provided either with a buffing or draw spring or both
enclosed in a kind of buffer case. Moreover the spring rods placed crosswise between
the groups of vehicles or in other position serve as a means of guidance for the
vehicles as in the coupling, and are the same as those between the members of the
groups, with this difference that they are made to disconnect, when required like the
draw bar connection. This system of connection may also be applied to ordinary
railway carriages, and the cross rods by their elastic and guiding action, whether

page_text: combined with the girder or the draw bar or the ordinary connecting means, have
for effect when the train is in motion to prevent oscillation of the carriages.
The
The wheels are keyed either on rigid axles, as usual, or on compensating axles,
which allow the two wheels freedom to turn independently of one another.
axles in this case are composed of two parts, one solid and one tubular, the latter
fitting on the former like a sleeve or sheath. Each part has a wheel fixed upon it
and is formed with the journal to turn in the axle box. On a straight line as, the
wheels run at equal speeds, the tubular and solid parts of the axle turn as one, and
the journals turn on the axle boxes like an ordinary solid axle, but in traversing
curves, as the wheels travel at different speeds, the hollow part of the axle turns on
the solid part, and allows for the longer curve travelled over by the one wheel by
permitting the two wheels and their corresponding journals to turn independently.
This arrangement possesses the advantage of rendering the axle stronger, it being
double at its movable part. It also permits of keying on each part of the axle a
wheel, with its journal turning in the ordinary axle box, to avoid thus the devia-
tions which would be produced in the motion of the wheel by wear of the hubs, as
in ordinary loose wheels, for the compensating axle only acting when the two
wheels run at unequal speeds, its wear is practically nil, and the points of contact
of the tubular with the solid parts of the axle being very wide apart any wear
which might take place eventually would not cause the wheels to deviate from their
verticality or their width apart.
Further, with the object of preventing accidents from the breakage of an axle or
wheel, I place a safety roller, which may or may not be flanged either in front or
behind each wheel a little above the level of the rails. Should a wheel fail the
roller would act in its stead until the stoppage of the train, and thus maintain the
equilibrium of the carriage. As these rollers are only intended to come into use in
case of accident they may be of the simplest construction consistent with the requisite
strength.
I reserve the right in place and lieu of the girder placed beneath the carriage
frames, and maintaining their equilibrium às described, to place upon the two
adjacent carriage frames a frame, connecting them together and pivoted at the same
points as the above-mentioned girder, and answering the same purpose.
I reserve the right to apply the Invention either wholly or in part to rail and
tramway engines, carriages, and waggons for the conveyance of passengers and
merchandise, to carts for common roads, and also to the waggons and carriages
having independent bodies and frames forming the subject of former Letters Patent
granted to me, bearing date August 28th, 1874, No. 2951.
In order that the Invention may be more readily understood I have in the
'accompanying Drawings given examples of waggons, carriages, and engines coupled
together on this improved system.
Figure 1 represents a tramway engine and two cars coupled together; and
Figure 2, two tram cars coupled for animal traction.
Figure 3 shows passenger carriages and goods waggons coupled for a small branch
railway or tramway, with motor attached, the chief features in which are, 1st, the
leading and trailing axles A, each mounted on a bogie frame swivelling on a pivot
so as to maintain the axles radial; 2nd, a driving axle or several driving axles C
coupled, but with unflanged wheels, so as not to interfere with the direction of
the other wheels when on a curve.
Figure 4 shows in elevation passenger carriages and goods waggons coupled and
connected for ordinary railways, with various arrangements for transit and for
converting ordinary rolling stock to this system. In this Figure is also shown the
safety wheel D, which is moreover applicable to all systems.
Figure 5 is a plan of the same carriages and trucks above described.
Figure 6 shows the compensating axle for locomotives or fixed motors.
Figure 7 shows a compensating axle adapted for rail or tramway carriages and
waggons, as well as for common road vehicles.
Figure 8 shows details of the girder coupling.

page_text: It is understood that the antifriction rollers shown as being mounted in this frame
and which revolve when the carriage frame moves sideways when travelling on
curves may be dispensed with, and that this movement may be effected with sliding
friction rollers or otherwise, and that the cross frame placed beneath these rollers to
prevent the carriage frame tilting when the load is at the opposite end may be
replaced by other means for attaining the same end; for instance, a stirrup piece
with two friction rollers, &c.
Figure 9 shows details of the connection of the girder and draw bar, with their
pivot and combined buffing or draw spring, or fulfilling both these purposes at
once; and Figure 10, details of the spring rods, by which one group of carriages is
directed by another.
It is understood that the form, number, dimensions, and material of which the
parts composing the system herein-before described are constructed are only given
as examples, and may be modified.
Having described the nature of the said Invention, and the manner of performing
the same, I declare that what I claim as improvements in the coupled carriages,
waggons, and motors herein shown and described is,―
First. The girder coupling.
Second. The connecting bar rods provided with buffing and draw springs.
Third. The guiding rods arranged crosswise to direct each carriage by the
other.
Fourth. The compensating axle by which each wheel can turn independently of
the other.
Fifth. The safety wheel or roller for supporting the carriage or waggon in case of
breakage of the axle or wheel.
Sixth. The special arrangement of the wheels of the motor shown in Figure 3.
Seventh. The whole of these improvements whether applied together or separately
to vehicles or motors of all kinds.
In witness whereof, I, the said Alexander Melville Clark, have hereunto set
my hand and seal, this Nineteenth day of April, in the year of our Lord
One thousand eight hundred and seventy-seven.
A. M. CLARK. (L.S.)