Improvements in Carriage Springs for Vehicles and the like
Year: 1894

page_text: Date of Application, 22nd Dec, 1894
.
4000
A .
COOL
PROVISIONAL SPECIFICATION
Improvements in Carriage Springs for Vehicles and the like
JAMES CADOUX HUDSON 75 Upper Ground Street Blackfriars Road London
Engineer do hereby declare the nature of this invention to be as follows
This invention relates to improvements in the springs between the axle and body
of carriages and vehicles and the axle and forelocking carriage of same.
One common form of spring now used is a un ved plate sping causing the axle
at the centre of its length and connected to the body on frame of cauage at one
cnt by a bracket, and at the other by shackles connected to a bracket on body.
Another form of spring is when two curved plate springs are connected together at
their ends by jaws and pins, and the lower rests on the axle at the centre of its
length, the upper one is connected to the forelocking callinge or body of vehicle
also at the centre of its length,
My improvement consists tu applying to two wheeled vehicles, or to the hund
axle of four wheeled chicles, a pair of springs, each spring consisting of two
curved plate springs of oidmary pattern with the long plates of each facing
together.
I unite one end of these spings by jaw and pin, or by shackles and pins, the
other ends I unite by jaw and pin, the pin firmly held in a bracket seemed to
body of vehicle, or I uute them in a jaw formed in the bracket secured to body
of vehicle, and a pin passing though each sping end and through jaw of
bracket
One of the plate springs which I will call the lower one rests at the centre of its
length upon the wheel axle of carnage and 18 secured thereto-the other plate
spring or upper one, is connected at its contre to the body or frame of cariage by
brackets secured to the spring and the body, and shackles and pins uniting these
brackets, or I form some other Joint allowing this spring to movo or slide at its
centie independently of the frame and in the direction of the length of the spring.
Thus the fore end of this combined spring is called and firmly held in the bracket
connected to the body or framing of carriage. The centre of upper spring receives
the woight of the carriage through the shackles or joint connecting the frame and
spring there, and distributing this weight to the lower spring, these shackles or
sliding joint allow freedom of movement to the centre of upper sping longitudinally
ben compressing
The und ends of springs have freedom of movement in their
shackles or joint Thus with these double plate springs I obtain the desired
freedom of movement for all joints and parts, when the springs are compressed, aud
at the same time a more stable connection between the body or framing of caninge,
by means of the bracket at one end, and shackles at centre, both bracket and
shackles or joint being attached to frames, than if a double plate spring is simply
secured to the frame by its upper sping being bolted at its centre thereto
This form of double sping can also be applied to a forelocking catage, in
which case the jaw carrying the fore end of springs, and the bracket canying the
shackle at centic of top spring will be formed on the framing of locking caringo,
I also strengthen or support these double plate spings in either arrangement by
placing a rubber buffer, a spiral on helical spring between the two springs and at
the centre of then length.
Dated this 22nd day of December 1894.

page_text: JAMES CADOUX HUDSON 75 Upper Ground Street Blackfriars Road Loudon
Engineer 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 the springs between the axle and
body of carnages and vehicles and the axle and fore locking entage of same.
One common form of spring now used is a curved plate sping crying the axle
nt the centre of its length, and connected to the body or fiame of cartage at one
end by a bracket, and at the other by shackles connected to a bracket on body.
Another form of spring is when two em ved plate springs are connected together at
their ends by Jaws and pins, and the lower rests on the axle at the centre of its
length, the upper one is connected to the fore-locking cauage on body of vehicle
also at the centre of its length.
My improvement consists in applying to two wheeled vehicles, on to the hind axle
of fom wheeled vehicles, a pair of spungs, cach spring consisting of two curved
plate springs of ordinary pattern with the long plates of each facing together
unite one end of these springs by Jaa and pin, or by shackles and pins, the other
ends unite by Jaw and pin, the pm firmly held in a bracket secured to body of
vehicle, on unite them in a jaw formed in the bracket secured to body of vehicle,
and a pin passing though cach sping end and through jaw of bracket.
One of the plate springs which I will call the lower one, rests at the centre of its
length upon the wheel axle of carriage, and is secured thereto, the other plate
spring of upper one is connected at its centic to the body or fiame of caringe by
brackets seemed to the spring and the body, and shackles and pins uniting these
brackets, or I form some other joint allowing this sping to move on slide at its
centre independently of the frame and in the dnection of the length of the spring.
Thus the foie end of this combined spring is carried and firmly held in the bracket
connected to the body or framing of carnage.
The centre of upper sping receives the weight of the carriage though the
shackles or joint connecting the frame and spring there and distributing this weight
to the lower spring, these shackles or sliding joint allow freedom of movement to
the centre of upper spring longitudinally when compressing. The hind ends of
springs have freedom of movement in then shackles or joints. Thus with those
double plate springs I obtain the desired freedom of movement for all joints and
parts when the springs are complessed, and at the same time a more stable
connection between the body or framing of carriage by means of the bracket at oue
end and shackles at centre both bracket and shackles or joint being attached to
frames, than if a double plate spring is simply secured to the frame by its upper
spring being bolted at its centre thereto.
This form of double spring cau also be applied to a forclocking caringe in which
case the jaw carrying the fore end of springs and the bracket cauying the shackle
at centre of top spring will be formed on the framing of locking caninge.
I also
strengthen or support these double plate springs in either arrangement by placing
a rubber buffer a spital or helical spring between the two springs and at the centie
of their length
In order that my said invention may be most fully understood and readily
carned into effect, I will proceed to describe the drawings hereunto annexed.

page_text: DESCRIPTION OF DRAWINGS.
My invention is represented by the accompanying drawings-the same letters
and references indicate the same parts in all the figures.
Fig. 1 13 a side elevation of a steam fire engine cairiage shewing my improved
spring applied to the fore axle and locking carriage and to the hind axle.
Fig 2 is an enlarged side elevation of the springs, bracket and other parts for
the hind axle.
Fig. 3 is an end elevation of the bracket carrying the front end of these
springs
Fig 4 is a section through the top spring at the centre of its length and through
the shackles and brackets there.
Fig. 5 is a section through the rear end of springs and the shackles there
uniting them.
Fig 6 is a side elevation shewing how the springs cau be united at year end
dispensing with shackles.
Fig. 7 is a plan of same
Fig. 8 is a side elevation shewing how the front end of these can be united on one
pin and oue Jaw in bracket.
Fig. 9 is a side elevation of this bracket.
Fig 10 is a side elevation of my improved springs applied to a fore-locking
carriage.
Fig. 11 is an end elevation of the jaw carrying the fore end of this spring
Figs. 12-13-14-15 ale respectively side elevation and plan of rear end and
side elevation and end clevation of front end of springs applied to fore carriage
but dispensing with shackles at tear end, and uniting on ono pin and single jaw at
front end
Fig. 16 is a side elevation and Fig. 17 a section of a sliding joint which can be
used for the centre and at top of upper springs in place of shackles.
Fig. 18 shews the application of a spring or buffer to the centre and between the
springs, and strengthens and assists these springs.
In Fig. 1. (A.) is the fore axle, (B) is the fore locking carriage, (C) is the hind
axle, (DD) the side fiame or main frame of the engine or cari ago.
In the enlarged views Figa. 2-3-4 and 5 (E) is the top spring, (F) is the
bottom sping, spring (E) is connected at its centre by pius and shackles (G) to
the side frames (D. D) spring F is connected at its centro to axle (C.).
Springs E and F are connected at their front ends in a bracket (II) securely
fixed to the frames (D D.) and at their rear ends by slinckles (I. I). The weight of
the engine or caritage is transmitted to the top spring through shackles (G)
and the front end of springs (E) and (F) being firmly held in bracket (H) the
springs resist the pull of thi ust put upon them by the resistance which the wheels
of carriage may meet with, and the arrangement of shackles and joint give perfect
freedom to the action and movement of these springs
An india rubber buffer (J) can be applied as shown in Fig. 2 between the
springs and at the centre to assist and strengthen this action.
In Figs. 6-7-8 and 9 K shews one form of joint to hind end of springs which
may be used, and (L) shews a form of joint for fore end (II' 11') is the bracket
secured to side frames (D. D).
In Figs. 10 and 11 the spings are arranged as in Figs. 2-3-4-5 but the
blacket (II) is formed on the frame (L. L) of the locking carriage (B) and the
centre shackles (G) of upper spring ate connected to a bracket forged on
frame (L. L).
An india rubber buffer (J) is applied at centie and between springs (E) and (F)
as in Fig. 2.
Figs. 12-13-14 and 15 shew the spings connected at their ends as in
Figs 6-7-8-9.

page_text: In Figs. 16 and 17 the side frames (D. D) have a bracket (M) attached which
passes around the top spring at centre and a sliding piece (N) is attached to
frame (D) and a sliding piece (0) to sping (E), the bracket (M) prevents side
movement between the spring and frame, and the sliding pieces (N) and (0)
allow longitudinal movement of the upper spring.
In Fig. 18 a spiral spring (P) is placed between the springa (E) and (F) at the
centie of their length and between them and is compressed with the springs.
Spring (P) is of similar use as buffer (J.).
It will be seen that these spings can be applied to any form of four wheeled
carriage with or without fore-locking carriage or to a two wheeled carriage
Having now particularly descubed 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
Firstly. The airangement of double springs with shackles and brackets as
applied to a hind axle of a four wheeled carriage, or to the axle of a two wheeled
carriage, as illustrated and described in Figs. 1 to 9.
Secondly. The arrangement of double spring with bracket and shackles as
applied to a fore locking carriage and illustrated in Figs. 10 to 15.
Thirdly. The arrangement of sliding joint to top spring as illustrated m
Figs. 16 and 17 and described.
Fourthly. The ai rangement of rubber buffor as shewn in Figs. 2 and 10.
Fifthly. The arrangement of spiral or other spring as shown in Fig. 18 and
illustrated and described.
Dated this 22nd day of September 1895
JAMES CADOUX HUDSON.