CERTAIN IMPROVEMENTS IN THE CONSTRUCTION OF VEHICLES USED ON RAILWAYS OR ON COMMON ROADS
Year: 1848

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME, I, RICHARD
CHRISTOPHER MANSELL, of Grange Road, in the County of Surrey, Gentleman,
send greeting
WHEREAS Her present most Excellent Majesty Queen Victoria, by Her
Royal Letters Patent under the Gicat Seal of Great Butai, beaung date at
Westminster, the Fust day of June, in the twelfth year of Hei reign, did, for
Herself, Her hens, and successors, give and giant unto me, the said Richard
Christopher Mansell, my executors, administrators, and assigns, Hei especial
licence, full power, sole privilege and authority, that I, the said Richard
Christopher Mansell, my executors, administrators, and assigns, or such others
as I, the said Richard Chustopher Mansell, my executors, administrators, or
assigns, should at any time agree with, and no others, fiom time to time and
at all times during the ten of years therem expressed, should and lawfully
might make, use, exercise, and vend, within England, Wales, the Town of
Bei wick-upon-Tweed, in the Islands of Guernsey, Jersey, Alderney, Saik, and
Man, and also in all Hei Majesty's Colonies and Plantations abroad, my
Invention for CERTAIN IMPROVEMENTS IN THE CONSTRUCTION OF VEHICLES USED
ON RAILWAYS OR ON COMMON ROADS," in which said Letters Patent is contained
a proviso that I. the said Richard Christopher Mansell, should cause a pai-
ticular description of the nature of my said Invention, and in what manner
the same is to be performed, to be molled in Ile Majesty's High Court of
Chancery within six calendar months next and immediately after the date of
the said in part recited Letters Patent, as in and by the same reference being
thereuuto had, will more fully and at large appeal.

page_text: NOW KNOW YE. that in compliance with the said proviso, I, the said
Richard Christopher Mansell, do hereby declare the nature of my said Inven-
tion to be the same as described and represented in and by the following
statement thereof, reference being had to the illustrative Drawings hereunto
annexed, and to the figures and letters of reference maiked thereon respectively,
that is to say
--
My Invention for "Certain Improvements in the Construction of Vehicles
used on Railways or on Common Roads," consists,-
Firstly, in several new and improved modes of applying springs, which
I denominate elongating springs, for the purpose of supporting vehicles, and
relieving concussions which occur during travelling, and also in the means of
rendering vehicles supported on bearing or suspension springs more or less
susceptible of vertical motion, or in other words easier or more gid, at
pleasure
Secondly, of several improved modes of applying the before-named springs
to vehicles as buffer and traction springs, for the purpose of imparting elasticity
and relieving concussion when such vehicles suffer collision, and further, for
relieving the jerks of an unstead tractive power.
Thirdly, in certain novel combinations in the construction of wheels for use
on railways or common roads, by which such wheels are rendered safer and
more economical in wear than those hitherto used. I make the spings to be
used in these improvements of one or more bais or flat plates of steel or other
suitable material, their form being either a single curve, as shewn by Figures 1
and 3, or a series of curves, generally termed coniugated, as at Figures 5 and 6,
or in an eliptic form, as at Figures 7 and 9. At each end of these spings I
make either a solid or a rolled eye or loop for the purpose of then attachments.
When I use the single cuived spring I make such of one plate of steel
parallel in thickness and taper in width, as shewn by Figures 1 and 2, 01 the
reverse, as shewn by Figures 3 and 4, or single curved springs may be made
by adding one or more plates, as represented by 9*, the same being made like
the springs in common use which are well understood by all spring makers;
but I generally prefer making springs of a single plate, as previously described
and shewn by Figures 1, 3, and 5. When I use the corrugated form of spring,
I make such of steel, parallel both in thickness and width. The eliptic springs
are formed by two of the previously-described single curved springs jointed
together at then ends. In applying these springs I attach them by their
ends only, and without any transverse bearings, and I apply them as hereafter
described in such a manner that the tensile strain, or shocks which the springs
have to sustain, will be received from their ends only, and cause the said springs

page_text: to alter their figures in the direction of a straight line and elongate in the
distance between their two ends, from which circumstance I have styled them
elongating springs as denoting their mechanical action And the elastic
property of the steel or other material from which they may be made will
cause them to resume their original form or configuration upon the tensile
strain or shocks ceasing. The first part of my Invention, which relates to
improvements in the application of elongating springs for supporting vehicles
I have arranged and divided into eight modes, which are described as follows,
and represented by the Figures hereafter referred to The first which I shall
now describe is represented by Figure 10, shewing an arrangement by which
I apply the said springs for the purpose of supporting vehicles on railways, and
also an arrangement for adjusting the height of their buffers, as well as the
means I use for rendering them more or less susceptible of vertical motion.
A, A, represents part of a side frame generally termed the sole of a railway
vehicle. B, B, one of two radial suspension irons, which are firmly
secured to the sides of the frame at each axle bearing, and exactly opposite
each other, with their centres directly over the centre of the bearing of the
axle box C. The legs or uprights of these radial suspension irons form the
axle guard or guide for the axle box, and are connected or stayed together at
their lower ends in the usual way, they can be used as axle guards either
singly or together by any of the methods in common use on railway vehicles,
and are made from flat iron sufficiently strong to support the particular vehicle
to which they may be applied. In the curve of these radial suspension irons
I make a number of holes, as seen at a, a, a, a, a, for the purpose of attaching
one end of each of the springs thereto, and also for furnishing the means of
making the vehicle more or less susceptible of vertical motion, care being
taken to make the curve. in that part where the holes are situated, of such a
radius as will allow the lower ends of the springs D, D, to be moved from
hole to hole without ausing or lowering the height of the vehicle when
suspended, or, in other words, that the angle of the chord of the arc of the
spring shall always vary when the lower ends of the springs are moved from
hole to hole, as shewn by the dotted lines. On the top of the axle box C I
fix a cast or wrought metal bearing iron E, having lugs or jaws standing
upwards, as seen in transverse elevation at e Into these legs I fit the barrel
head of an adjusting screw F. shewn in side and transverse elevations by f,f;
the round part of it is screwed throughout its whole length and furnished with
two nuts, one with sufficient surface to have the weight of the vehicle suspended
thereon, and the other as small as may be required for the purpose of a check
nut. The head of the adjusting screw is hinged into the jaws of the bearing

page_text: iron E. The bearing ion may be dispensed with by forming solid lugs on
the top of the axle box C, into which the adjusting screws can be hinged 1
then connect one end of each spring by means of a wrought-non plate G, the
plan of which is shown at g This plate has lugs at each end, to which the
eyes or ends of the springs are hinged, and a hole through its centre sufficiently
large to admit the screw part of the adjusting screw passing freely through
it. This connecting plate is passed down the upright adjusting screw to the
face of the large nut. The unconnected ends of the springs are then hinged
to the radial suspension irons by bolts passing through their eyes and the
holes in cach curve thereof, when the suspension will be formed complete. It
will be seen that when the weight of a vehicle is thus suspended on the
supporting springs D, D, that a tensile strain will be placed on such springs
in the direction of a straight line across from eye to eye, tending to straighten
the said springs and permitting vertical motion to the vehicle by the clastic
action of such springs when shocks are experienced, and also that springs
attached to vehicles by this new arrangement aic an improvement by their
superionty in lightness, simplicity, and economy, and it will be seen that the
height of the vehicle may be adjusted by tuining the large bearing nut on the
adjusting screw so as to raise or lower the coupling plate over the axle box,
which, when adjusted, should be tightened by the check nut sciew down on the
top of the coupling plate. The method whereby I render vehicles more or less
susceptible of vertical motion is by moving the lower ends of the springs from
hole to hole in the radial suspension irons, as before noticed at a, a, a, a, a;
for instance, should the velucle require more susceptibility of motion, I remove
the lower ends of the spings to a higher hole in the curve of the suspension
irons, oi, should the vehicle be too susceptible of motion, I remove the lower
ends of the springs to a lower hole in the sand curve When radial suspension
irons nie attached to a vehicle with common axle guards their perpendicular
legs, which form the axle guards, are dispensed with, and the suspension irons
are made without them This mode is capable of having two or more springs
applied at one time to each axle beaung by means of attaching then ends in
a coupling plate provided with a sufficient number of holes for as many spings
as may be required, or lugs may be formed at each side of the axle box C, for
the same purpose, dispensing with the use of coupling plates.
Figure 11 shows another mode in which I attach elongating spings for
supporting vehicles where the holes in the suspension 11ons for the attachment of
the springs are placed perpendiculaily, and not curvilinear. In the previously
described mode, A, A, represents part of the side of an under fiame to a
railway vehicle. B, B, one of the perpendicular suspension irons. C, C, elon-

page_text: gating supporting spings. D the axle box E, E, the axle guaid. F, the
bearing on fixed on a block of wood on the top of the axle box G, the
coupling plate uniting the springs over the axle II, II, wooden lining blocks;
and I. the bottom tie rod or stay for the suspension 11ons. The bearing on is
made either of wrought or cast metal, and is shewn in side and transveise
elevations at ff On cach side of this bearing on I attach a coupling plate
by a screwed bolt or cottered pin These coupling plates are allowed to swivel
or turn a little on then centic coupling bolt in the bearing iron, for the
purpose of enabling the spigs at each side to receive equal strain when
any mcgulanty might exist by the setting of a spring. These coupling
plates are furnished with holes at each end sufficient in number to icceive
one end of the eyes of as many springs as may be desirable to use at one time,
and, consequently, coresponding in number of holes with those for the attach-
ment of the lower ends of the spings in the suspension nons. These suspension
1ons are fixed one at each sule of the under frame exactly opposite each other,
and only differ from those previously descubed, and shewn on Figure 10, by
then being fixed perpendicularly at the holes to the attachment of their
lower ends of the spings, and it will be seen that these suspension irons in like
manner with those previously described may have upught legs and form the
axle guard, or may be used without upright legs to the common axle guard in
like manner as shewn in the Dia ing, and may have one, two, or more pairs
of springs applied at one time to each axle bearing. The action of the
spings in this method is similar to those described and shewn at Figure 10.
Another mode of applying elongating spings, as shown at Figure 12, where
radial leveis D, D, are attached on hinged to the holes a, a, a, in the suspen-
sion ons B, B These radial levels are made of wrought on, with a barrel
head having a hole through it at one end, and a fork to receive the eyes of the
springs, and the axle box coupling E at the other ends, and are represented in
Plan by d. The couplings E, E, are made of cast or wrought on, and
hinged from the fork ends of the radial levers to an iron plate F, which is
fixed on the top of the axle box, which couplings allow the fork ends of the
levels to partake of a radial movement from the fulcrum a, a, in the suspension
nons whenever the under frame of the vehicle approaches to or recedes from
the axle box, or the fork ends of these levers may merely rest and slide by
means of rollers or otherwise upon a metal plate fixed upon the top of the axle
box
These (the fork) ends, are also furnished with a number of holes, suffi-
cient for the purpose of attaching one end of each spring used, and coire-
sponding in number with those in the suspension 11ons (for the same purpose).
The suspension 1ons in this mode can be made in like manner and form as

page_text: those described and shewn at Figures 10 and 11, except that these require one
or more additional holes at a, a, a, for the attachment of the radial levers,
they can also be used as axle guards In making this combination, after
firmly bolting the suspension irons B, B, to each side of the under frame A, A,
I attach the barrel heads of the radial levers to the suspension ions by a bolt
or pin passing through each at a, a, and their folk ends I couple to the axle
box c, by means of bolts or pins passing through the cast or wrought metal
coupleis E, E; I then attach the springs G, G, which are made of such
lengths as will suit the different distances of the holes in the suspension 11ons
and radial levers prepared for their attachments, when the suspension is com-
plete; and it will be seen, that when weight or foice with a, a, presses down-
wards and descends, the position of the radial levers will vary, and the springs
assume a curve of greater radius, and lengthen in the distance between their
attachments, and should the load be in excess they will ultimately reach thei
extreme action, as in the position shewn by the dotted lines. the weight or
foice being removed, the radial levers will assume then previous position
By having two or more holes in the upper parts of the suspension ions, as
shewn at a, a, a, and moving the fulcrum of the radial non nearer or further
from the attachments of the lower ends of the springs, it is evident the
vehicle will become more or less susceptible of vertical motion.
Figures 13 and 14 shew another mode in which I attach elongating bearing
springs to vehicles on railways by means of wrought or cast iron biackets,
bolted firmly to that part of the under frame generally termed the sole
A, A, Figure 18, represents part of an under frame; B, B, two strong cast-11 on
brackets firmly secured to it at each axle bearing, these brackets are moulded
with jaws at their lower ends, for an attachment of the lower ends of the
springs C, C, and are other wise moulded in any of the usual forms to ensure
strength sufficient to maintain the weight of the vehicle when loaded, and resist
the strain to which they may be subjected. To the lower ends of these
brackets I hinge one end of each of the springs C, C, and the other end I
hinge to the axle box D, by any of the methods previously described, and
shewn at Figures 10, 11, 12; or strong and deep wrought-iron brackets,
commonly called scroll hoops, may be used in the place of those of cast on.
The method of making the scroll iron brackets is well known by all railway
smiths, they may be made with Jugs commonly called split heads, for the
bingeing of one end of the springs as before described in the cast-u on
brackets, or with a bariel head to the lower end of each bracket, whether
made of wrought or cast iron. The heads to have a hole through them
longitudinally, and sufficiently large to allow of an adjusting tension bolt (which

page_text: is connected to the lower ends of the springs) to move freely through and
screw against their backs, in like manner to the tension screws at present used
on railway carnages with the common springs. This method is represented
by Figure 14. A, A, represents part of an under frame. B, B, wrought-iron
brackets with a barrel head C, C. the springs. D, D, the adjusting tension
bolts passing through and screwed at the back of the heads of the brackets. E,
a coupling plate connecting the springs over the axle box F, as described and
shewn at Figure 11. The centic coupling of the springs may be made by any
of the previously-described modes of attaching the springs to the axle box, and it
will be seen that the adjusting tension bolts furnish the means of compensating
any slight irregularity in the length of each spring, and of raising or lowering
in a slight degree the height of the vehicles to which they may be attached.
Figure 15 shews another mode of attaching bearing springs to vehicles
on railways. A, A, represents part of an under frame. B, B, suspension
irons or plates made of flat iron, sufficiently strong to support the vehicle
to which they may be attached These plates are 4 in number to each
axle bearing, they are securely bolted to the frame, one plate at each side
exactly opposite cach other, and at a convenient and proper distance to suit
the length of the springs, care being taken to secure them to the frame at
equal distances from the centres of the axle bearing The upper ends of each
of these ons or plates are furnished with one or more holes a, a, for the
attachment of the lower eyes or ends of as many springs as may be found
desuable to uso at one time, and when fixed, these holes stand sufficiently
above the top of the under fiame to admit of the eyes of the springs being
placed between and hinged to them clear of each other and the top of the
frame 1hrough the side of the under frame I make a rectangular hole running
from top to bottom, and exactly over the centic of the axle bearing; this hole
is made for the purpose of admitung the upright supporting iron C through
the under frame to the top of the axle box D. This upright supporting on
has a fork at its top with holes sufficient in number for the attachment of one
end of the spings from the fork to the lower end, it is made parallel, and in
section of figure may be either round or square; at the extremity of its lower
It fits
end it is shouldered to rest on the axle bearing in the cominon way
the rectangular hole in the under fiame crossways, and is allowed longitudinal
play sideways One end of each spring is hinged by bolts or pins to the fork
top of the upright supporting iron, and the other ends to the upper ends of the
suspension irons The arrangement is then complete, and instead of making
suspension irons of flat plates and bolting them to the sides of the under frame,
as previously described, each may be made by a double lugged plate, as shewn

page_text: in side and tranverse elevations at Figure 16 and Figure 16%, and be firmly
bolted upon the top of the side of the under fame, or the suspension irons may
be made, as shown by Figure 17, with a barrel head, having a hole through it for
the reception of a tension connecting bolt; also, instead of making a folk end
to the top of the upright supporting ons, it may have a barrel head, and the
spring may be connected to such head by a pan of coupling plates attached by
a bolt or pin, on the top of the upright supporting on may be screwed and
have a laige bearing nut supporting a bearing iron, which connects the springs
over the axle box, thus making it into an adjusting screw for regulating the
height of the vehicle in like manner as described and shewn at Figure 10
And another mode of attaching elongating supporting springs is represented
by Figure 18 A, A, represents part of an under frame B, B, one side of a
double axle guard, or two flat plates of wrought on bolted parallel to cach
other in a perpendicular position on the side of the under frame, and exactly
opposite the legs of a single axle guard, the bottom end of each leg of the axle
guard is furnished with holes a. a, for the hingeing of the lower ends of the springs
On the top of the axle box D, I fix a beaning on and coupling plates, as at
Figure 11, to which I hinge the upper ends of the spings.
And another mode of attaching bearing spings, is shown at Figure 19, where
elongating springs are attached to part of an under fiame A, A, by scroll loops
B, B, and screw tension bolts C, C, such as are in ordinary use on railway car-
riages. To the axle box D, and on the wooden block F, I secure a bearing
plate E, with coupling plates G, G, connecting it to the inner ends of the
springs II, H. To the bottom of the under fiame 1 attach a flat piece of cast
or wrought metal finished with lugs for the purpose of lunging the metal
props I, I, which props are hinged at both ends by male and female joints to
the piece of metal J, and eyes of the spings II, II
Figure 20 represents a mode of applying elongating springs to vehicles
used on common roads, affixed to a phaeton, as bearing suspension or
supporting springs, which application is also suitable for any other desciption
of cannages caits, wagons, or other vehicles used on common 1oads. To the
bottom of the framing at each wheel bearing I attach a curved suspension
loop A, A. This loop is made of wrought iron, split and opened out at the
holes a for the attachment of the eves of the spings B and is bolted securely
to the fiame of the vehicle Fion the loop at the points b, which are situated
a little above the level of the top of the axletice, I hinge two wrought-non
safety guide bais C. C', of sufficient length to cach from 1 to 3 inches
of the beaung flaps on the axletiee, and which are connected at the ends
near the axletice D by a brace E, male of strong leather, gutta percha,

page_text: Wharton's elastic band, or other flexible material, but I prefer Wharton's
elastic band tightly fixed with the safety guide bar stretched into an horizontal
position. On the ends of the beanng flaps of the axletree I forge lugs for
the attachments of the upper eyes of the springs; or these lugs may be forged
on a loose plate of 11on to be fixed to the axletree I then hinge one end of the
elongating springs to the radial loop and the other end to the lugs on oi fixed
to the axletree, and afterwards secure the flexible coupling biace of the safety
guide bars to the axletree by means of clips or bolts. And a modification of
the last-described application of springs is shewn to the fore carriage of the
phaeton, where a slight alteration is made in the curved suspension loop, which
is provided at its lower ends with lugs for the reception of the lower or outer
ends of the springs, the safety guide bais, coupling and connections to the axle
being similar to those just described
The second part of my Invention consisting of the application of elongating
spings to vehicles, as buffer and traction springs, for the purpose of relieving
concussions when collisions take place, and for easing the jerks in tractive
power, I have divided into three modes, which are described as follows, and
represented by the Figures hereafter referred to
Figure 21, Sheet 2, represents in plan, pait of an under frame to a railway
camage on wagon fiamed in the usual way. A, one of two flat plates of
wrought iron, which I call middle guide plates. that extend and are bolted to
each cross bar B, each of these plates has two step parts or stop shoulders
to receive the blow or pressure of the sping coupling plates C, C, when in
contact, such step parts or stop shoulders being shewn by a, a, inside eleva-
tion at 21, and a cross section of the spring coupling plates at c, c, in the
same clevation D, Figure 21, represents a wood lining block, bolted between
the middle guide plates to strengthen and keep them parallel. In the stop
o step part of the middle guide plates, and in a line with the middle of each
of then cross connections, I connect one end of the radial levers E, E, mado
of wrought on, with a barrel head at such end, and a fork for the attach-
ment of a spung on springs at the other end, being made in form, or otherwise
similai, to the radial levers before described in a mode of applying bearing
springs, and represented by Figure 12 The length of the fork ends of these
levers with the number of holes in the same is made to correspond with the
number of springs intended to be used at one time; for, though Figure 21
represents an application of one pair, yet more paus may be applied at a time
by making a sufficiency of holes for their connections in the fork ends of the
radial levers E, E, and the coupling plates C, C, as shewn at 21b, the
coupling plates c, c, are made of wrought iron, sufficiently long to admit the

page_text: eyes of each pair of springs being hinged to them outside of the middle
guide plates Each coupling plate has a flat step piece of metal across its
middle of corresponding width to the middle opening at each end of the guide
plates, their purpose being to slide in such openings and so keep the centie
of the coupling plates in the middle, between the sides of the guide plates
and the sides of the carriage or under frame. In the centre of each coupling
plate and through its step piece or slide I make a hole, for the purpose of
attaching traction bais F, F, which are of an ordinary desciption, and
connected to the spring coupling plates by a bolt or pin passing through each
G, G, represents two outer slide bais, standing from cross bai to cross bar,
for the purpose of supporting the weight of the moveable ends of the radial
levers, and keeping their centies and the outer ends of the springs on a level
with the centre of the buffer 1ods They are made of flat on sufficiently
strong for such purpose, and are firmly bolted at their ends to the middle
cross bais. After having fixed the ends of the middle guide plates A, A, to
the cross bars B, B, one exactly over the other, in the middle between the
sides of the under fiame, and at a distance apart corresponding with the
coupling plates, with one end of the springs attached, I then fix the outer
slide bars and hinge, o connect the banel-headed ends of the radial leveis
to the middle guide plates by means of sciewed bolts or cottered pins, and
place the spring coupling plates between the middle guide plates against their
stop pieces, and connect one end of each spring thereto The other ends of
the springs are then hinged to the forked ends of the radial levers, and the
tiaction bais secured to the centre of the coupling plates, when with the use
of the common buffer 1ods, having shoes attached to their ends sufficiently
long to put a strain on the springs, and to keep their convex sides sufficiently
clear of the cross bais to provide 100m for a traction movement of the springs,
the arrangement for buffing and traction will be completed, and it will be
seen that pressure on force by collision, applied to the ends of the buffel 1ods,
will be received at the extremity of the fork ends of the radial levers, which
ends are kept in close contact with the buffer shoes, by means of the elongating
strain placed upon the spings, and when such pressure or force is applied by
the buffer 1ods the ends of the radial levers will be thrust away from the
cross bais of the fiame, and should the force or blow on the buffer 1ods
be sufficient the levers would ultimately reach the position shewn in
the dotted lines, and so alter the figure of the springs, and clongate the
distances of their attachments, and the elastic properties of the steel or other
materials of which the springs may be made will cause the radial lovers and
springs to resume their original position when the pressure has ceased to exist.

page_text: And further, it will be seen that though the coupling plates of the spings
cannot approach the fixed points on fulcium of the radial levels, or each
other, on account of the step or stop pieces on the middle guide plates, which
they abut against, yet when a traction power is suddenly applied in excess to
the draw bar connected to the centres they may recede from each other and
approach the cross bars until brought into contact with the same, and when
Jerks by tractive power are applied to the tactive bar, such will be relieved
by the action of the spings, which will become elongated as then coupling
plates are drawn towards the cross bars of the frame; and when such tractive
power ceases to act on the traction bai the springs will resume their formei
configuration, and the coupling plates then previous places abutinent
against the stop pieces of the middle guide plates. Instead of fork ends for
connection with the springs, the radial lovers may have straight ends, and be
hinged or connected to them by male and female joints.
Another mode in which I apply buffer and traction spings to vehicles is
shewn by Figure 22, which represents the plan of an ordinary under fiame to
a railway carnage or waggon, with the addition of an extra bai A, across the
muddle. B, B, elongating buffer and traction springs.
C. C, the middle sup-
porting guides plates, made and fixed in a similar manner to those at Figure 21
D. D, coupling plates also described at Figure 21. E, I, two of four flat sides
bais of wrought iron, extending and securely bolted across froi bai to bat,
the other two being fixed exactly below and parallel, at the outer ends of the
spings I attach small sliding plates F, these plates are made either of cast o
wionght metal, abated at one side to fit between and slide against the bais E, E,
and are fixed one at each side of the eyes of the springs, by means of bolts on
pins. As the ends of the buffer 1ods G, G, are forced by pressure or collision
against the outer eyes of the spings, with the small sliding plates attached,
such springs will be driven onward towards the middle cross bar, and the sliding
plates will press hard against the ngid slide bars, which are firmly secured
to the three cross bats, and the springs will, in consequence, alter their figuie
towards the direction of a straight line, and elongate in the distance of their
eyes, and by the clastic property of the material from which they are made will
resume their previous curve and length when the pressure of force has ceased;
also when the diaw iod II, which is connected to the centre of each of the
coupling plates, receives a sudden pull or jerk the action will be the same as
described in reference to Figure 21. Several alterations may be made in this
detail without departing from the character of the application of such springs,
for instance, each coupling plate may be made of one piece of iron, having
lugs at each end for the attachments of the springs, a projection for
the sliding part between the supporting guide bars, and a hole through the

page_text: centre for the attachment of a draw ba by a cotter or otherwise, such a
coupling plate is represented at Figure 22 The straight slide bars E, E,
may also be slightly curved to lessen the elongation of the spring in a given
space, and rolleis iunning on pins through the eyes of the springs may be
substituted for the small slide plates F, this modification will also admit of
more than one pan of springs being used at a time
the levels and
Figure 23. Sheet 2, represents a mode of fixing certain bent or corrugated
plates as buller and traction springs This Figure shows in part the plan of
an under fiaming of a railway camage. A, A, are the buffer rods, B the
outei oi sidde framing I take two levels of on C. C. cutting them to
a certain length, to be determined by the width of the carnage framing
and length of the bent spring D, the outer ends of
spring are connected together by male and female joints vetted by a bolt
passing through the sand joints, which ends are fitted m and slide on the
heel of the buffer shoe E Where the inner ends of the levers meet in the
centre, a bolt passes through them and a block in the framework, and a
slot being cut in the block allows the diaw bar sufficient play. The diaw bar
I is connected to the centic joint of the levers C, C, by a pair of coupling
plates G. O 1 employ more than one bent or curved plate or spring, as
shewn by the double dotted lines d, d, fastening their ends to the levers, as
before explained. When several plates are used it will of course be proper to
make them proportionably thinner that when one plate only is used T'his
also bears reference to the single curved spings spoken of in former modes
The lever plates and other portions of the non and wood are to be made of
such stiength and proportion as to offer equal resistance to the shocks to which
buffing spings are liable, so that no part may give way while the springs oi
plates remain unbioken. These proportions are known to skilful workmen
the double bent spring, Figure 6, welded at its ends, may be used in the place
It will be evident that when the
of those just described, if deemed advisable
buffet 1ods are diven in, the ends of the levers will be pressed backwards, and
the strain coming upon the bent plates will cause them to yield from then.
bent form in the direction of a straight line
Οι
And the thud portion of my Invention I have divided into two parts
Fust, in certain novel modes of constructing improved expanding wheels, in
which method the tyre is fixed on in a cold state, and the stiam equally dis-
tributed and properly regulated And secondly, in a novel and effectual
method of secuing tyres to wheels, so that such tyies do not require any holes
through them for then attachment, and consequently will be less liable to
fracture or break than those fixed with holes in the ordinary manncı,
and even
should a tyre break transversely into any number of pieces, with my unpioved

page_text: mode of securing it no piece could possibly leave the wheel, but such might
run on with safety
Figure 24, Sheet 2, represents the side elevation, and Figure 25 the trans-
verse section of an improved expanding wheel, with the novel mode of securing
the tyre thereto A and B, Figure 24, represents the boss or nave which I
make either of wrought or cast on, or a combination of both, as represented
in the Drawing When I combine wrought and cast iron in the formation of a
boss or nave. I make the inner portion, marked A, of cast iron, with a hole
through it, which is afterwards bored out for the reception of the axle, such
portion having a shoulder 1ound its exterior to receive the abutment of one
side of a wrought-non hoop B and b, in transverse section (the shoulder
alluded to in the cast-iron being seen only in the transverse section). The
Wrought-ou hoop I shrink tightly in the cast-iron A, to prevent it from
bursting, and to receive the lower ends of the spokes C, and make it of com-
parative strength with all other portions of the wheel, such strength with the
number of aims or spokes to be made in each being governed by the diameter
of the wheels in connection with the weight of the vehicle to which they may
be attached, and the speed at which they are intended to travel, and which can
be properly calculated or estimated by an engineer or skilful workman in the
wheel-making trade. Through the wrought-on hoop B and cast-iron A of
the nave or boss I make a number of holes at equal distances, corresponding
with the number of arms or spokes to be used. These holes I tap with a
right-hand screw, and fit therein one end of each of the arms or spokes C,
which are screwed at such end with a night-hand thread to suit
These spokes
I make of wrought or cast metal, either solid or hollow, but prefer making them
solid and of wrought on, they are round at each of their ends, and are
clsewhere provided with a number of flat sides in transverse section, either
square, hexagon, octagon, or any other figure which provides the means of
turning the spoke round on the application of a spanner, wrench, or lever used
with power. The ends of the spokes nearest the periphery of the wheel I
screw with a left-hand thread and fit the same into wrought or cast metal
shoes D, which have holes through them tapped with a left-hand screw to suit
such ends of the spokes; cach of these ends may also be provided with a slot
hole for the purpose of a cotter passing through such hole and the shoc D, to
prevent the spokes turning round after the wheel has been put together,
screwed up, and finished; or the other ends of the spokes may be provided
with a check nut for the same purpose I prefer making the metal shoes D
of wrought on, with a pair of side flaps extending with a quarter of an inch
over the depth of each side of the inner wooden periphery or felloes, as seen at

page_text: D, Figure 26, and at d in transverse section. The inner periphery of the
wheel represented at F is formed of pieces of oak or other strong and lasting
timber well seasoned, cut to the requisite curve and sufficiently strong in
depth to resist the pressure or blows to which the periphery of wheels is sub-
Jected to between the bearing of each end of the spokes. The ends of these
felloes are fit into and take their bearings in each shoe. The improved tyre G
is formed of a circular bar of cast or wrought iron with an endless groove g,
Figure 26, formed on each face or side near to and parallel with the inner edge
of the tyre. The cross section of the groove is not confined to any particular
shape, but must be made to suit the form of the flange of the securing rings
H. II. These securing rings, one at each side of the felloc and tyie of the
wheel, I make of wrought on, with a small flanch coresponding with and
fitting into the groove at each side of the tyre To put my wheel together
I first screw one end of the spokes into the boss and the other into the felloe
bearing shoes till such bearings are at a distance suiting the inner diameter
of the wooden periphery, which should be sufficiently contracted to allow the
body of the wheel to be easily placed within the tyre. I then unscrew the
spokes which will have the effect of pressing the outer periphery of the wood
against the inner surface of the tyre. I now place a securing ring to cach side
of the wheel fitting the flanches thereof each into its corresponding groove, and
fix the same by bolts or rivets, passing through them, the shoes, and wooden
periphery.
Another formation of the tyre is shewn in transverse section, Figure 27,
both sides of which are flanched at the inner cucle The rings F, II secure this
tyre to the outer periphery of the wood by the flanch of each ring passing over
and grasping the flanch on the tyre, these flanches may be formed as shewn,
or of any shape that may be most desirable The rings herein described may
be adapted to wheels in present use on railways by making grooves in the tyres
for the reception of their flanches, and securing them as circumstances may
admit and the shape of the wheel may requie, or instead of rings segments
may be employed, for securing which additional bolts or fastenings may be
required The wheel herein described can be used as an improved expanding
wheel without securing plates, by applying the ordinary tyres and securing
them by bolts, passing through the wooden felloes and the shoes I would
observe that the wheel herein-before descubed, although principally intended
for railway purposes, may be used on ordinary loads or ways without the
flanged plates or rings, and made with the common tyle. In so using it I
prefer the spokes being strutted from a metal nave, which would be made in
like manner as those already in use.

page_text: Having now described the nature of my said Invention and in what
manner the same is to be performed and carried into practical effect, I wish it
to be distinctly understood that I do not claim the exclusive use of the said
elongating springs, or of the several parts herein-before mentioned and referred
to when taken separately, but I hereby declare that I claim as of my
Invention,-
Firstly, the constructing vehicles. having elongating springs adapted and
applied thereto, in such manner as that the action of the weight or force pro-
duces a tensile strain tending to straighten the spings, as herein-before
described and illustrated in the several combinations she" n at Figures 10 to
20, in Sheet 1 of the annexed Drawings.
Secondly, claim the constructing vehicles, having elongating springs
adapted and applied thereto as buffer or traction springs, in such manner as
that the concussion or impact shall produce a tensile strain tending to straighten
the springs, as herein-before described and represented in the several combina-
tions shewn at Figures 21, 22 23, Sheet 2, of the annexed Drawings
Thudly, I claim the construction of vehicles with wheels having the several
parts held together by cucular flanged plates on ngs of ion and night and
left handed screws in combinations, as herein-before described and represented
in Figures 24, 25, 26, and 27, of the annexed Drawings.
In witness whercof, I, the said Richard Christopher Mansell, have hereunto
set my hand and seal. this Thirtieth day of November, in the year of
our Lord One thousand eight hundred and forty-eight