Improvements in or appertaining to the Springs of Vehicles.
Year: 1893

page_text: Date of Application, 18th Aug., 1893-Accepted, 23rd Sept., 1893
COMPLETE SPECIFICATION.
Improvements in or appertaining to the Springs of Vehicles.
A communication by WILLIAM ATKINSON, a citizen of the United States,
residing at Granby, in the County of Shefford, in the Province of Quebec,
Canada, Inventor.
I, GEORGE CECIL DYMOND M. Inst. M.E. of the Agency for Foreign Patent
Solicitors, 6, Lord Street, Liverpool and 6, Bank Street, Manchester, both in
the County of Lancaster and 323 High Holborn in the County of Middlesex,
Patent Agent, 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 :-
The object of this invention is to provide a cheap, serviceable and thoroughly
useful vehicle spring which may be incorporated with any road vehicle and form a
part of the same.
The invention consists in the construction and combination of the various parts
of the device as will be hereinafter fully described and pointed out in the claims,
and relates to that type or class of vehicle springs in which some sort of tension
and slide plates are combined to make, with these springs, an easy riding vehicle.
In all such springs as have been hitherto produced, considerable difficulty has been
encountered by reason of the rigidity or stiffness of the springs acting to wear out
or destroy the parts of which they are formed or the pieces making the connections
with the body or the gearing of the vehicle in which they have been incorporated
as a factor.
.
Reference is to be had to the accompanying drawings forming a part of this
Specification, in which similar letters of reference indicate corresponding parts in
all the figures.
Figure 1 is a side view in elevation of a spring, having these improvements,
attached to the head bar and rear axle bed of a carriage.
Figure 2 shows the knuckle piece with its looped end, by means of which the
spring is attached through both its ends to the axle bed or head bar of the vehicle
in cases where the spring is placed longitudinally with the body of the vehicle, or
to any conveniently adjacent parts of the construction where the springs are placed
transversely to the body of the vehicle, as in the case of road carts, where the ends
of the springs might be connected directly with the axle of the cart through the
knuckle pieces such as shown in Figures and 3 or that of express wagons or
other such like vehicles where end springs are ordinarily employed; said Figure 2
showing the part or member in perspective.
Figure 3. is a plan of the same.
Figures 4 and 5 are separate views of parts hereinafter referred to by letter.
Figure 6 is a sectional view on line x-x of Fig. 1.
Figure 7 shows the top tension plate ;
Figure 8, the rub plate: and
Figure 9 is a plan with details referred to hereinafter.
In these drawings, the spring plates, A, are piled in the usual manner and they
are supported by the slide plates B, which have secured to their ends, by means
of a bolt or rivet, or otherwise, if preferred, the knuckle pieces D, these knuckle
pieces are prolonged into the loop N', and have formed on them the downwardly
projecting lugs E, which are pivoted to the block F, by the bolt G, which passes
through the blocks and through the lug E at each of its ends.
Projecting from the under side of the block F are two steadying pins which
stand into the ton side of the axle bed L. or into the head bar when attached to

page_text: such vehicles as those in which the springs are placed longitudinally; or into the
relatively adjacent parts of the vehicle gear in other cases, conformably to the
design of the vehicle, and with the clips, K, hold the block in place..
The block F, axle bed I, and axle J, are all bound together by the screwed
clip K, which lies in a groove formed in the sides and top of the block F, and
passes down through the binder L, where it is secured by the nuts. The inner
ends of the slide plates B are bent round a mandrel to form a cylindrical termination
to the slide plate, the longest diameter of the cylinder being at right angles to that
of the plate, this cylindrical termination being so formed to receive the lower arm
of the shackle N, shown in Figure 5. The upper arm of these shackles passes
through similarly formed terminals in the ends of the top tension plate O, which
lies centrally on the top of the spring. Within the cylindrical terminals just
described, through which the arms of the shackle pass, a bushing is arranged,
of any suitable material or method of construction. The essential idea of this
bushing (see Figure 9) is a spiral spring U, formed of thin steel answerable in
width to the completed bushing and folded or rolled upon itself so as to form the
bushing with the central orifice large enough to allow the arm of the shackle to
pass through it. This spring is then tempered. In practice, it has been found
that such a bushing is not serviceable for the purpose intended, as it wears readily
and is expensive, but it is proposed to use any bushing which will serve the
purpose, whether a composite construction made up of such a spiral with a brass
socket or of a socket of any composition shown as V, resting immediately around the
arm of the shackle formed to loosely pass through a second larger socket W, and
having a spiral spring between the two, or composed of any springy and durable
material whatsover, which will come nearest to a spiral steel spring and possessing
the functional elements of such a spring, since this bushing is an essential feature
in this invention as will hereinafter appear.
A
The end portions of the tension plate O are sprung slightly away from the
spring plates A, so that, while the shackle ends are strained tightly between the
slide plates B and this plate O, all rattling being prevented by the employment
of the bushing, the shackles are allowed to swing freely so as to admit of the
necessary end play in the up and down movements of the spring when in use.
bolt P, passes down through the centres of the top tension plate O, the spring
plates A, and the rub plate Q, and binds the whole firmly together. This rub
plate Q is made preferably of spring steel, and has its end portions turned down-
ward and away from the bottom plate of the spring so as to act as a tension to the
clips R, by which the cross bars S, which centrally connect the two springs of the
vehicle together, are secured to the springs.
The plate, Q, is considerably wider than the spring plate when desirable, as,
when the springs are to be used in vehicles where springs are placed longitudinally
with the body of the vehicle, but need not be wider in other cases, as this plate, Q,
is then no longer a rub plate.
The outer legs of the clips, R, pass through both the rub plate and the cross
bars S, or their equivalent, but the inner leg passes only through the cross bars
which are thus held firmly in place.
Upon the longest leaf of the spring plates A, the stop T is formed, which will
be so placed as to be beyond the top of the loop termination of the knuckle
piece D, and with the loop forms an effectual stop when the reflex movement of
the spring will have carried it back to its normal curve. By this arrangement of
the stop T, combined to act together with the loop, N', of the knuckle piece D, it
is plain that, if the bolt D' should become broken or loosened so that the nut
would fall off, then and in that case the spring would not be released from the chair
rest formed by the loop and notch in the knuckle piece, since this loop N¹ comes
across and down the sides of the spring and will hold it down till such time as the
user of the vehicle may reach a blacksmith's shop and have a new bolt put it.
The function of the plate Q is that it would cease to act relatively to its down-
wardly curved ends if the bolt D' or its nut should drop accidentally out of place; by

page_text: reason of which intimately close functional connection between the loop N' of the
knuckle piece D, the stop T, and the plate Q, they together form a combined result
which is the essence of the present invention.
The stop T has been found necessary even if there were no accident to the
bolt D¹, since the shackle end of the rub plate forms a loose joint with the top
plate O, and would not prevent the whole body of the wagon, when side springs
of this sort are used, from shifting forward whenever an obstacle were met with in
the roadway; or, if one side spring should move forward, the wagon body would
lie diagonally across the gearing. So also, if the body were to be hung below the
top level of the spring, damage would be done to it through the wrench causerl
by striking an obstacle, since the wagon body would be thrown directly against the
inner side of the spring. And, although, in the old construction, neither the bolt P
nor the clips R could be broken as a result of the breaking of the end bolt D';
still, since the spring at that end would leave the knuckle piece D, in the event
of such an accident, the same resultant effect would ensue as though the bolt P,
and clips R, were broken, because the springs would leave the knuckle piece just
where one of the end bolts D' was broken and the occupant be thrown out and the
whole construction dismantled.
The remaining leaves of the spring, other than the lowest in which the stop T is
formed, have no function except as accessories to the first leaf and they serve to
stiffen these springs. Such leaves are old, have long been known and are in general
use. The spring leaf bearing the stop T, however, is so essential an element in
the invention as to have its influence felt throughout the whole construction as has
been found in practice. The tension plate O acts with the bottom plate Q, the
shackles N, and the slide plate B to retard the reflex motion of the spring when
bent downward by the impact of the vehicle against an obstacle, by reason of the
friction between the side plate and the bottom leaf of the spring, and because of
the springiness of this bottom plate Q, and the fact of its being formed. and
tempered upon the sweep of a smaller circle than that of the spring proper. Thus,
when the spring is integrally depressed by the impact, calling the leaves of the
spring proper into play, as well as the plate O, the slide plates advance at their
inner end because the lowest leaf of the spring, in straightening with the other
leaves, advances its ends outwardly toward the knuckle piece. In this connection,
the loop and stop T are called radically into place. For, when the reflex motion
brings the spring up and back to its normal curve and the loop serves to stop any
further motion by reason of the protuberance T coming directly in contact with
the loop, no upward motion beyond the normal level is felt by the occupant of
the vehicle, since the force of the reflex of the spring is lost in the spring itself
because of the functional connection between the loop, the stop, the shackle, and
the top and bottom plates.
One salient feature of the invention, and which incorporates the elements into an
integral combination of elements, is the bushings above explained. These are
introduced into the joints of the shackle and around the bolts G. The value of
these bushings becomes apparent when the springs are in use. They make an
easier motion in flexion and reflexion of the springs than could be otherwise
experienced by the occupant of the vehicle. They cause a joint to play more easily
than it would if iron were built against iron or steel against steel. By this inven-
tion of the stop T, and the loop N', of the knuckle piece D, constructions embodying
the present spring can be produced much more cheaply in comparison with other
kinds. The stop T costs about one-thirtieth of that of the clips or lugs sometimes
used. It was found by experiment that these lugs require to be welded into the
leaf of the spring, whereby the original vitality of the steel as rolled out was almost
lost, through the welding heat necessary to the process, and that only the most
skilled mechanics could properly form and weld these lugs; whereas, in this
invention, the steel is merely heated to redness and a swedge used to punch the
stop T into the steel with a blow from an ordinary hammer. And, if the danger
of over-heating the steel in welding were eliminated by riveting these lugs on to

page_text: the leaf of the spring, an unsatisfactory and inartistic result would be produced
which at best would have neither strength nor durability.
In the present invention, no holes whatever are made in the steel of the leaf of
the spring except that for the reception of the bolt P', which is reinforced by the
clips R; and that for the knuckle bolt D', so that, even in drilling, no lessening of
the initial strength of the spring is caused. This spring, embodying the invention,
neither lengthens nor shortens when in use, and it may be employed on all classes
of vehicles such as road carts, express wagons, buggies, and the like.
Springs constructed as above described combine great strength with extreme
pliability, permit the carriage body to be hung low, and make a light easy riding
and well equalized vehicle.
Having now particularly described and ascertained the nature of the said inven-
tion, and in what manner the same is to be performed, as communicated to me by
my foreign correspondent, I declare that what I claim is :-
1. In a vehicle spring, the knuckle pieces D, rigidly secured to the slide plates
of the spring, and having the lugs E, the said knuckle piece prolonged into a loop
to enclose the end of the spring and to act with its stop T, the bolt G, passing
through the said lugs and pivoting them to the blocks F, and the clips K, binder L,
and nuts M, substantially as herein shown and described.
2. The combination in the vehicle spring of the cylindrical terminals of the
tension plate O, suitably secured to the spring and the bottom plate Q, said
terminals being bushed substantially as shown and described, and acting through the
shackle arms with the bushings of the cylindrical terminals of the slide plates B ;
with the stop or protuberance T, of the lowest leaf of the spring and the loop
terminal of the knuckle piece D, forming a chair rest with the said spring leaf and
the slide plate by passing across the top and down the sides of the said spring leaf
and slide plate, as set forth.
3. In a vehicle spring, the combination with the knuckle piece D, suitably secured
to the relatively adjacent parts of the vehicles, having its looped terminal N', to
clasp the slide plate B, and the lowest leaf of the spring bearing the protuberance T,
and to produce with said protuberance of the spring an effectual stop, substantially
and for the purposes set forth.
4. The combination, in a vehicle spring, of the stop T, of the spring leaf, with
the looped terminal N¹, of the knuckle piece as set forth.
5. In a vehicle spring, the combination of the loop N¹, of the knuckle
piece D, with the stop T, of the lowest spring leaf, and the plate Q, as set forth.
6. In a vehicle spring, the combination, with the stop T, of the spring leaf
resting upon the slide plate B, and into the loop N', of the knuckle piece D;
of the plate O, acted upon by said stop T, and loop N', through the shackle P,
and preventing the body of the vehicle from shifting forward, substantially as set
forth.
7. In a vehicle spring, the combination of the loop N', of the knuckle piece, with
the stop T, the shackle N, the top plate O, and the bottom plate Q, arranged to
act functionally together as set forth.
8. As an article of manufacture, the herein described spring leaf having the
protuberance T, swedged into each of its ends substantially as set forth.
9. In a carriage spring, the combination of the bushing substantially as
herein before shown and described with the cylindrical terminals of the top
tension plate O, the bottom tension plate Q, and the arms of the shackle N, and
the bolt G, whereby a more delicate and exact functional action of the spring is a
produced, as set forth.
Dated this 14th day of August 1893.
WM. P. THOMPSON & Co.,
Agents for the Applicant.