Improvements in Counterbalancing Apparatus for the Underframes of Road Vehicles, Railway Vehicles, and the like
Year: 1897

page_text: Date of Application, 18th Aug., 1897-Accepted, 2nd Oct.,
1897
COMPLETE SPECIFICATION.
Improvements in Counterbalancing Apparatus for the Underframes
of Road Vehicles, Railway Vehicles, and the like.
We, DAVID MURPHY, of Otahuhu, Blacksmith WILLIAM MCMANUS, of the
City of Auckland, Accountant ALFRED RICHARD HARRIS, of East Tamaki,
Farmer; and GEORGE WILLIAM BASLEY, of the saiu City of Auckland, Solicitor,
all in the Provincial District of Auckland, and Colony of New Zealand, 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 counterbalancing apparatus and is intended to be
used in connection with the undercarriages of vehicles of every description and
when fitted as hereafter described will cause the body of the vehicle to be equi-
ponderous that is the weight will be so evenly distributed no matter where placed
that it will ride perfectly level, ruts or unevenness of road or ground notwith-
standing, and will be quite free from all unpleasant jolting or jarring, the swaying
motion of the springs being also obviated.
In the accompanying drawings,
Figure 1 is a rear elevation of a trap or vehicle with our invention applied
thereto.
Figure 2 is a similar view of a modified form of the device drawn to an enlarged
scale.
Figure 3 is a detail view of one of the arms detached showing the bearings
for the ends thereof in section.
Figure 4 is a cross section of the pivot connecting the levers.
At
The invention comprises two cross arms or bars CD made of hard cast steel
or other suitable metal more or less flat and pivoted together at their centre.
the pivotal point the arm C is provided with a round hollow projection or sleeve E
and the other arm D has a hole L formed therein into which the said projection
or sleeve fits, the arm D being cut out in such a manner as not only to admit
the sleeve or projection but also to admit of ball bearings being placed between
the sleeve or projection and wall of the hole L. When the cross arms or bars CD
are fitted together they are held in place by means of a bolt having a head at
one end and a screw and nut G at the other. A boss may be used where the
bolt F is longer than the combined thickness of the two arms C and D) and a
washer N is used to hold the nut G tight. The projection of the arm C and
the aperture of the arm 1 are so arranged that the centre of the bolt E coincides
with the point of intersection of the two arms C and D). When connected the
projection E of the arm C with the balls O act as a pivot on which the arm 1 moves
in proportion to the weight pressing on their upper ends.
The ends of the arms C and D on one side work in bearings or brackets J J
secured to the vehicle body and to the axle respectively. The said arms are each
provided with a slot H at this end and the bearings or brackets have pivot pins K
passing through said slots. Instead of the above described arrangement the slot
Di 977

page_text: can be formed in the bearings and the pin in the end of the arm the result being
the same in either case. In the bearing there are arranged two rollers J¹ one to
work above and the other below the end of the arm to assist its movement and to
prevent or minimize friction.
The opposite ends of the arms can be arranged in the same way or if desired
instead of having a slot in the end of the lever or in the bearing a pin K can
be fitted through a hole in the centre of the lever end and bearing which will
enable the end to turn on the pin as a pivot to such extent as may be required.
This turning is assisted as in the other case by rollers J. The bearings or
brackets have a flange on each side so that in the case of those fitting on to the
axle the outer flange is placed under and between the spring and the axle
or it may be placed on the axle just inside of the spring and the whole
fastened to the axle by clips or in any other way that may be found suitable. In
the case of elliptic or other form of spring where the top is fastened to the body, the
flanges of the bearings will be fastened as before described but to the body
instead of the axle. Where the spring is not directly fastened to the body
immediately over the axle the bearing flanges will be fastened to the body or
projections from the body, in such a position as may be found most suitable. In
cases where there is not sufficient space between the body and the axle to allow
the cross arms to act as would be the case with some forms of hansom-cabs, stays
can be carried sufficiently below the axle to allow the lower bearings to be
fastened to them so as to give the arms full play. In the modification shown in
Figures 2 and 3 one end Q of each arm is made in the form of a ball while the
other end S is rod shaped and slightly curved. The ball-shaped end Q of the levers
fit into a socket-shaped bearing l' having a cap secured to the said bearing by bolts
after the manner of a ball and socket joint. The bearings R on the opposite
side are each bored out to fit the rod shaped end S of the arm. This bore or
hole in the bearing is slightly curved so as to accommodate the curved shaped end
of arm and allow it to slide backwards and forwards. The ball shaped ends of
the cross bars are both on the one side of the vehicle and the rod-shaped ends are
on the other side of the vehicle. These bearings are fastened to the ander part
of the vehicle and axle by flanges as above described.
We do not wish to confine ourselves to the exact form of construction nor to the
shape or form of the arm so long as each arm is shaped the same as the other and
the point of contact is equidistant from the ends as before stated.
When the bearings or brackets are fitted as already described to the body of
the vehicle with the cross arms connected and in position as herein before set forth
the effect of any weight placed on the vehicle either live or dead provided it is
not greater than the strength of the springs or arms will bear, will be to make the
depression of the vehicle equal right across one side sinking equally with the other
and the deflection of the arms will be the same the leverage being equal and
thereby the strain on the springs will also be equal and so do away with the need
of buffers such as are now used in some cases. It is immaterial what part of the
vehicle the weight is put on as the depression and other movements above
referred to will be the same.
The advantages of our improved arrangement will be evident from the fore-
going description the result being to simplify the gear of the undercarriages and
so make it less expensive while much greater safety and comfort is secured as
the equal motion obtained removes the danger and discomfort now experienced
when driving in or over ruts and other inequalities of the road.
Having now particularly described and ascertained the nature of our said
invention and in what manner the same is to be performed, we declare that what
we claim is :-
First. A counterbalancing apparatus for use on road vehicles, railway vehicles
and the like, constructed and arranged substantially as herein before described with
reference to the drawings

page_text: Second. A counterbalancing apparatus having centrally connected arms pivoted
at one side to brackets or bearings on the vehicle and connected at the opposite
side to similar brackets by means of a pin and slot connection substantially as
hereinbefore described.
Third. A counterbalancing apparatus having centrally connected arms provided
on one side with ball and socket connections with the vehicle the opposite ends of
the arms being provided with a sliding connection substantially as herein before
described with reference to the drawing.
Fourth. The combination of the various parts of the improved apparatus
substantially as hereinbefore described and illustrated in the drawings and for the
purpose specified.
HASELTINE, LAKE & Co.,
45 Southampton Buildings, London, W.C., Agents for the Applicants.