Improvements in the Construction and Arrangement of Springs for Vehicles and the like.
Year: 1896

page_text: Date of Application, 28th Jan., 1896-Accepted, 21st Mar., 1896
COMPLETE SPECIFICATION.
Improvements in the Construction and Arrangement of Springs for
Vehicles and the like.
I, SAMUEL WALKEY GILLETT, of the Firm of H. B. Barlow and Gillett, of
17 St. Ann's Square, Manchester, in the County of Lancaster, Registered Patent
Agent, do hereby declare the nature of this invention, which has been com-
municated to me from abroad by George Thompson Glover, of 165 Center Street,
in the City of Chicago, County of Cook, and State of Illinois, United States of
America, Mechanic, and in what manner the same is to be performed, to be
particularly described and ascertained in and by the following statement :-
My invention relates to the construction and arrangement of bow or half-elliptic
springs for sustaining vehicle-seats, vehicle bodies, and the like.
In constructing a bow or half-elliptic spring for supporting the seat or light
body of a vehicle, I provide each end of a flat spring bar which is bent to form
the main length of the bowed or half-elliptic spring, with an upturned hook-shaped
end portion, arranged to engage and bear upon the upper edges of the sides of the
vehicle-body, or to engage and bear upon the bolster or axle, or other suitable
portion of the vehicle, according to the desired service and location of the spring.
The bow-spring is sustained by its hook-shaped ends, and is free for resilient
action throughout all of its length between the points at which its hook-shaped
ends engage and bear upon the body, or bolster, or axle, or other suitable portion
of the vehicle. These hook-shaped ends of the bow spring are formed and
arranged to rock upon the support which they engage, and they are also formed
and arranged relatively to one another, and relatively to the height and radius of
the upwardly arching main length of the bow spring, so as to avoid end slip or
shift along the support with which they engage. To such end, the top or upper
portions of these hook-shaped ends of the bow-spring provide bearing surfaces
which impinge upon the support and which are normally at opposite angles to an
imaginary line connecting the ends of the bow-spring, whereby during the various
flexions to which the spring is subjected during use, the hook-shaped ends of the
bow-spring will have a synchronous rocking action, and hence synchronously vary
the said angles of their bearing portions relatively to the said imaginary line
connecting the ends of the bow-spring. The height of the upturned parts which
form the side portion of these hooks must also graduate in length with reference
to the ends of the bow and the greatest height of the latter above the aforesaid
imaginary line, so as to permit the said side portions of the hook-shaped ends of
the bow-spring to have a latitude of swing or vibration sufficient to take up the
longitudinal extension or straightening out of the bow during flexion, and thereby
prevent end thrust or slip of the bearing portions of the hook-shaped ends along
the support upon which they are arranged to rock. As a result of this arrange-
ment, the extension of the chord or imaginary line connecting the ends of the
bowed portion of the spring, when the latter is depressed and more
or less
straightened out, is equally distributed between the two vibratory side-portions of
the hook-shaped ends of the bow-spring, and hence the latter will be maintained
in proper position upon a support, to which it can be readily applied and from
which it can be readily removed.
When it is desired to provide a stronger spring, for example for heavier
vehicle-bodies, I duplicate the bow, that is to say I provide two bow-springs of

page_text: the foregoing described character, arranged side by side, and connected at their
ends by upturned hook-portions which are adapted for operation, substantially as
herein before described in connection with the single bow-spring.
Prominent advantages involved in the foregoing described matters are, the disuse
of shackles in the construction and application of bow-springs for vehicles, and at
the same time the securing of the range of resilient action and automatic
adaptation incident to the use of shackles; the provision of a simpler and more
economical construction; the provision of a bow-spring possessing a high degree
of efficiency; easy application and easy removal of the spring; avoidance of
end slip or end thrust of the bearing portion of a bow-spring along the support
by which it is sustained, and at the same time the securing of the widest range
of an equable flexion, and resilient action, on the part of the bow spring.
The hook-shaped end portions of the spring, whether single or double, can be
made integral with the spring, or he made separate from the spring and secured
thereto, it being observed that while I may form tie structure of more than one
piece, and suitably secure together the component parts, I find it preferable to
form the whole in one piece so as to secure economy in manufacture and
durability in use.
In the accompanying drawings,
Figure 1 is a top plan view of a vehicle seat supported by a couple of single
bow-springs embodying the principles of my invention.
Figure 2 represents the same in side elevation.
Figure 3 shows in side elevation, and on a larger scale, one of the hook-shaped
end portions of the bow-spring in its normal position, assuming the dotted line to
represent a support for both ends of the spring.
Figure 4 is a like view, illustrating the extent to which each hook-shaped
end portion of the bow-spring can rock, it being understood that while one end
only is illustrated in said figure, both ends of the spring are alike and have the
same latitude of movement.
Figure 5 is a top plan view of a double bow-spring supported upon the bolster
or axle of a vehicle and embodying the principles of my invention.
Figure 6 shows one of the ends of the bow-spring having its hook-portions
nade separate from the main length of the spring and secured thereto.
Figure 7 represents one of the hook-shaped ends of the bow-spring, having a
curved bearing surface.
Figure 8 is a like view illustrating the rocking action of the hook-shaped end
of Fig. 7.
Figure 9 illustrates a blank from which a couple of connected springs may be made.
Figure 10 illustrates the first step in making the same.
Figure 11 illustrates the second step.
Figure 12 illustrates the third step.
With reference to the first four figures, the half-elliptic or bow-spring A, is
formed by suitably bending a flattened bar so as to provide it with a bowed
portion having its flattened end portions turned up and adapted to form book-
shaped clips or lips, which may be termed the hook-shaped ends of the bow-spring.
Each flattened end portion of the bow-spring is deflected laterally as indicated in
Fig. 1, and also bent upwardly to form the side a of the hook-shaped portion
and further bent laterally to the plane of said side a so as to form the upper,
flattened bearing portions a' of the hook.
These upper portions a' of the hooks are also so arranged that when the spring
is in its normal condition, the flat bearing surfaces of said upper portions lie at
opposite angles to a chord or imaginary line between the ends of the spring, and
hence, when the hook-shaped ends are arranged and supported upon the top edge c
of one of the sides of a vehicle body, said flat bearing surfaces will each lie at an
angle to the said support, and the said flat bearing surfaces will also converge
upwardly toward a line passing vertically through the raised middle portion of
the bow-spring.

page_text: This normal condition of the bow-spring and its hook shaped ends is illustrated
in Figs. 2 and 3, wherein the support, such as the top edge of one of the sides
of a vehicle body, is indicated in dotted lines. Where the bearing surfaces of the
hook-shaped ends of the bow-spring are flat, the rear edges of the bearing
portions of the hooks will normally bear upon the support and form fulera for
the rocking hook-shaped portions of the bow-spring, and thereby permit the hooks
to synchronously rock during the flexions of the bow-spring.
The upturned portions of the spring which form the side portions a of the
hooks, are so proportioned in length with relation to the action of the spring and
height of the how-portion of the spring above a chord or imaginary line connecting
its ends, that when the spring is depressed an more or less straightened out, the
said side portions a of the hooks will simultaneously swing in opposite directions
to an extent proportional to the end movements of the spring, and thereby permit.
such action to take place without causing the bearing portions of the hooks to slip
or shift along their supports. The hook-shaped end portions of the bow-spring
will therefore rock at fixed points upon support, and suh point; will not be
changed by reason of any straightening out movement of the bow-spring.
As a preferred construction, the book-shaped ends of the bow-spring are integral
with the body or main leaf or length of the spring, although they can be made
separate therefrom, and be secured thereto by welding, or by rivets, or analogous
means.
A indicated in Fig. 4 which shows one of the hook-shaped ends of the
bow-spring, the latter can be depressed by the load to an extent to bring the
flattened bearing surface of such hook-shaped portion flat upon the support, and
if the spring should be further depressed, the rear edge of the bearing surface of
the hook-shaped portion will rise from said support and the latter will then be
engaged by the opposite, forward edge of said bearing surface. Regardless
therefore, of the Hexions of the bow-spring, its hook-shaped and portions
synchronously rock during such actions, without end thrust or slip, and at the
same time, the spring will be free to act throughout its length, and to
simultaneously extend and retract at both ends of the bow.
Where a stronger spring is desired, I combine a couple of springs, such as
herein before described, so as to form a double spring, as illustrated in Fig. 5,
wherein each spring portion C is understood to be a bow-spring formed by a flat
spring bar bent into proper bow-shape. At each end of this double spring is a
raised hook-shaped end portion, substantially similar in construction and function
to the hook-shaped end portions hereinbefore described, it being seen that each
bow C of this double spring is deflected laterally at each end, and that such
laterally deflected portion is also turned up and then again bent laterally, whereby
the double spring is provided at each end with a hook common to each of its
two members C. At the left hand end of Fig. 5, each end of the two spring
members is bent to form a hook, and the two upper portions of these hooks are
lapped and riveted together so as to form in effect a hook-shaped end portion cl
common to both of the bowed spring members C. At the right hand end of
Fig. 5, the hook-shaped end portion c of the double spring is made separate from
the bowed spring members and riveted to the same. These hook-shaped end
portions of the double spring can however be secured in any other suitable way,
for example, by welding, or the whole can be made integral, it being understood
that in said spring, the flattened bearing portions of the hook-shaped ends normally
incline upwardly from the support and normally lie at opposite angles to a chord
or imaginary line connecting the ends of the compound spring.
By such
arrangement, each member of the double spring can have the same action as the
single bow-spring A, and at the same time the two members of the double
spring will operate alike, and the hooks at the ends of such double spring will
rock without end slip. It will be observed however, that by the further improve-
ment involved in the construction of Fig. 5, I practically provide each end of
the double spring with a hook or clip which is common to the two bow-springs,

page_text: her provide an exceedingly simple, economical, highly efficient, and
evenly balanced double spring.
Where the clips or hooks for the double or single bow-springs are made
separate from the springs and bolted thereto, the ends of the springs are
preferably provided with lips forming abutments for the lower portions of the
hooks, as in Fig. 6, wherein the end of a low-spring A is shown provided with
a lip for said purpose.
In Figs. 7 and 8 the bearing surface or portion of the hook-shaped end of
the bow-spring A is curved and understood to be arranged to rock upon a
support indicated by dotted lines, it being understood that the double as well as
the single bow-springs can have end hearing portions formed by the hooks shown
in Figs. 7 and 8. It will be seen however that when the bow-spring (either
single or double) is in its normal condition, or in the condition it will normally
assume when arranged as a seat or body supporting spring in a vehicle, the
curved bearing portions of the two end hooks of the form shown in Fig. 1 will
lie at opposite angles to a chord or imaginary line between the ends of the
bow spring, that is to say-the bear.ng portions of the hooks will rise from the
points at which they impinge upon the support so as to form substantially angular
spaces between the support and the forward parts of such bearing portions, which
said angular spaces will vary during the rocking action of the bearing. These
curved bearing portions of the hooks will not slip upon the supports and will
rock easily thereon, and as a further advantage, the spring will shorten up and
hence become practically stronger when it is depressed by the load, it being seen
that the dista ce between the two points at which the curved bearings of the
hooks impinge upon the support, when the spring is in its normal condition as
in Fig. 7, will be greater than the distance between said points when the spring
is slepressed as in Fig. 8.
As illustrated, any suitable number of spring leaves can also be applied upon
the main portion of the bow-spring as is usual in bow-springs for vehicles.
With further reference to iny invention, it will be seen that the spring, whether
single or double, is a bow-spring having oppositely arranged hooks, and that in
accordance with my invention, said oppositely arranged hooks are arranged and
flattened to an extent to provide them with bearing surfaces which normally stand
at opposite angles to an imaginary line connecting the ends of the springs, that
is to say a right line between the points where such bearing surfaces normally
rest upon the side of the vehicle body or the axle or bolster or like support on
the vehicle. By this arrangement, free action is provided for, and end slip is
avoided, it being seen that the vertical sides of the hooks form swinging arms
which swing when the bow spring is depressed.
The springs when made double, can be readily and economically formed from a
blank D such as shown in Fig. 9. Said blank is first bent so as to form the
hook portions as in Fig. 10; second, is bent so as to throw out the sides at an
angle with said hook portions as in Fig. 11, and third, said sides are bowed to
form a pair of bow-springs, connected with and integral with the hooks, as in
Fig. 12. It being understood that Fig. 12 is intended to represent a side
elevation of the spring shown in Fig. 5, and corresponds in general with said
figure, with the exception, that the hooks are made integral with the bowel
portions C, and not riveted or bolted as shown at c and c in Fig. 5.
Having now particularly described and ascertained the nature of said inven-
tion, and in what manner the same is to be performed, I declare that what I
claim is:-
1. A. bow spring for vehicles having its ends provided each with a flattened
hook located at one side of the spring, and having the top bearing portions of
the hooks arranged at opposite angles to an imaginary line connecting the ends
of the spring, substantially as described.
2. A bow-spring for vehicles provided at each end with an integral supporting

page_text: hook projecting to one side of the spring and having an edge forming a fulcrum
adapted to rock upon its support, whereby to permit of the spring having a free
action and also to permit the supporting hooks to rock without end slip or
thrust, substantially as described.
3. A set of how shaped vehicle springs having their ends connected by raised
rigid hooks which are rigid with said springs and arranged to form rocking
supports adapted to engage an axle, or bolster, or the like, and rock thereon
without end slip, substantially as described.
4. A double bow spring for vehicles comprising a couple of spring bows
arranged side by side and formed integral with and connecting portions which
are rigid therewith and bent up to form rocking hook shaped supports having
bearing portions normally at opposite angles to an imaginary line connecting the
ends of the double spring considered as an entirety, substantially as described.
5. A set of vehicle springs having their ends provided with hooks, the portions
of the hooks on one spring overlapping those of the other spring and forming
rocking bearings, substantially as described.
6. A set of vehicle springs having their ends provided with hooks forming
rocking bearings, the hook-portions on one spring being integral therewith and
arranged to lap the hook portions integral with the other spring, substantially as
described.
7. A bow spring for vehicles having its ends provided with hooks forming
rocking bearings, the bearing portions of said hooks being curved and arranged
to provide bearing portions normally at opposite angles to an imaginary line
between the ends of the spring, substantially as described.
8. The hereindescribed method of forming springs, consisting first in bending
a blank of the kind shown so that a pair of the sides thereof shall form hook
portions; second, in throwing out the other pair of sides so that they shall be
oblique to said hook portions; and third, in bowing said last mentioned sides to
form bow-springs, substantially as described.
Dated this 28th day of January 1896.
H. B. BARLOW & GILLE IT,
17 St. Ann's Square, Manchester, Agents for Applicant.