CERTAIN IMPROVEMENTS APPLICABLE TO RAILWAY AND OTHER CARRIAGES
Year: 1841

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME, I, THOMAS
WRIGHT, of Church Lane, Chelsea, in the County of Middlesex, Lieutenant
in Her Majesty's Navy, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her Letters
Patent under the Great Seal of the United Kingdom of Great Britain
and Ireland, bearing date at. Westminster, the Twenty-second day of March,
in the fourth year of Her reign, did, for Herself, Her heirs and successors,
give and grant unto me, the said Thomas Wright, Her especial license
that I, the said Thomas Wright, my executors, administrators, and assigns,
should at any time agree with, and no others, from time to time and at
all times during the term of years therein expressed, should and lawfully
might make, use, exercise, and vend, within England, Wales, and the Town
of Berwick-upon-Tweed, my Invention of "CERTAIN IMPROVEMENTS APPLICABLE
TO RAILWAY AND OTHER CARRIAGES;" in which said Letters Patent there .is
contained a proviso obliging me, the said Thomas Wright, by an instru-
ment in writing under my hand and seal, particularly to describe and ascertain
the nature of my said Invention, and in what mauner the same is to be
performed, and to cause the same to be inrolled in Her Majesty's High
Court of Chancery within six calendar months next and immediately after
the date of the said recited Letters Patent, as in and by the same, reference
being thereunto had, will more fully and at large appear.
NOW KNOW YE, that in compliance with the said proviso, I, the said
Thomas Wright, do hereby declare that the nature of my said Invention, and
the manner in which the same is to be performed, are described and asceṛ-

page_text: tained by the following statement and description of the Drawing hereunto
annexed:-
My first improvement consists in a particular application and arrangement
of breaks and sledges for the purpose of stopping or retarding railway or other
carriages, Figures 1 and 2. The same letters are used in Figs. 1, 2, 6, 7, to
represent similar parts.
Figure 1 and 2 represent an elevation and plan of a railway carriage,
with part in section, having the improved arrangement of the break and
sledge. Fig. 6, a view of that face of the sledge which comes in contact
with the wheel (also see upper part of section, Figure 7"). Fig. 7, the
sole of the sledge or that face which comes in contact with the rail (also
see under part of section, Fig. 7). a, a¹, are sledges, either of cast or
wrought iron or suitable material, on the soles of which are flanges b, b, which
fit both sides of the rail, when in gear (see also in Fig. 7 and 7). The sledges
are suspended by rods or frames d, d, from a point c, above the centre of the
wheel, with a pin and box e, so that when. the rod d, d, form equal angles with
the vertical line through the point.c of suspension; both sledges are clear of
the wheels. When the sledge a¹ is in the position represented by the. red
line f, the sledge a is in the position of the red line fun, or in contact with
the wheel and rail. Motion is given to the sledges through the connecting
rod g, attached at its upper end to the frame I. A support h, for steadying
the connecting rod, may be fixed to the frame of the carriage when necessary.
The Drawing exhibits one of the sledges locked or in the position of f, the
opposite sledge being free or in position (as shewn by the red lines of
motion). When it is desired to reverse the application of the sledges it is only
necessary to slide the. frame. I forward until the parts marked.1 occupy the
position marked 2. If the frame is moved half the distance between 1 and 2,
each sledge is in the position of f", or out of gear; the connecting rod g may be
joined to the present buffer rod or head; in which case, as each foremost buffer
comes in contact with the carriage in front, the sledges will be applied to the
fore wheels of each carriage in succession from the front carriage of the train
to the hinder one. By connecting the frame I of each carriage throughout
the train the sledges may be applied simultaneously to all the wheels in the
train provided with sledges. Supposing the carriage to. travel in the direction
indicated by the arrow, the sledge a¹ would be applied if it was required only
to partially retard the carriage, and if more resistance was required the sledge a
would be used. The Drawing represents the suspending rods d, d, and link
bar d' outside of the carriage wheel; but those on the link bar only may be
placed inside the carriage wheel. The particular form and shape of the break.

page_text: and sledge represented in the Drawing is conveniently adapted for the purposes
of my improvements. But I do not claim any particular form, shape, or
dimensions of the break and sledge, or the use of the break and sledge, except
as in connection with the particular arrangement and combination herein-
before described. But I claim as of my Invention the particular arrangement
and combination whereby the ordinary breaks and sledges of railway and other
carriages may be readily brought into action, as herein-before described.
Figure 3. exhibits the method of applying the sledge to an ordinary road
carriage. The sledge a is fastened by a joint to the curved rod 6 and diagonal
rod c. The upper part of the curved rod b slides in a groove formed at the
hinder part of the splashing board d,. or. the sledge may be fixed to the
splashing board, which, in that case, must move with the sledge. The
diagonal rod c is connected with the crank e and lever. f, the handle of which
is directed by the person driving, or. the lever may be placed so as to be
used by a person sitting in the inside of the carriage. The dotted lines
indicate the position of the rods c and b and sledge a when the wheel is not
impeded in its motion. The levers arid rods painted blue simply indicate
a modification of the plan of applying the sledge.
Another improvement is in axletrees and boxes; the same letters represent
similar parts.
Figures 10, 11, 12, 13, 14, 15, 16, 17, represent various views and sections
of an improved nave of a wheel and bush and axletree. Fig. 10 is a
section through bush and axletree, shewn by dotted lines in Figs. 11
and 12: Figure 11 is a section of navė through centre, with axletree.
Fig. 12 is a side view of nave and part of axletree. Figure 13 shews
axletree out of the bush or nave. Figure 14 a plan of sliding plug with
screw, enlarged scale. Fig. 15 and end view of sliding plug in section
with screw, enlarged scale. Fig. 16 à section of spring washer, and Fig. 17
an enlarged plan of ditto. The axletree, as seen in Fig. 18 and 11, has a
double collar, which when placed in the bush or nave a, fits close, as seen
in Figure 11: The slide plugs d; d, d, d, are fitted by a mortice in the:
nave a, and receive motion from the screws e, e, e, e, which work in the
ring until the plug is nearly home, a screw being then only necessary to
retain it in its proper place. The ends of the screws e, e, e, e, arc fitted in the
plugs, so as to be capable of forcing them in either direction and of rotating."
The slide plugs d, d, d, d, on being screwed home, fit close round the axletree,
as seen in dotted lines, Fig. 10, and firmly retain it in its position in the nave.
or bush. Between the plugs d, d, d, d, collar c, on axletree, is placed the
spring washer 9, which is brazen or soldered loose on the axletree, having

page_text: :
springs h, h,.h, h, which, being acted on by the plugs 9, 9, 9, 9, keep the washer-
close against the collar c; it is made to rotate with the nave a, a, by the
studs h, h, (Figure 17). On the axletree is a spiral groove b', 6', 6', which,'
when the nave is rotating, draws the oil from the oil box i, Figure I'l, and:
perfectly lubricates the wheel. The oil is inserted by the aperture i; the
nave a, a, a, is made in one piece, the mortices being cast or cut out in it.
Having, thus described the construction of the axletrees and boxes, in which>
consists one of my improvements in railway and other carriages, I wish it to
be understood that I claim as of my Invention in respect of this improvement'
the spiral groove for the purposes of lubrication, and the use of one or more
slide plugs to retain the wheel in its proper place on the axle, and of a spring.
washer in metal,. for the purpose of more perfectly retaining the oil and
diminishing the friction.
Another improvement consists in a different and improved method of con-
structing springs for carriages, &c., as represented in Figures 8, 9, and 10:
These springs consist of a number of plates of steel a¹, a, a, a, similar.
to those used in the present construction of springs, but each forming a curve
greater or less than the succeeding one. In the use of a spring constructed:
in the manner here represented, the weight is brought on to the component
plates or springs in succession, the plate a receiving the weight first, and
the others a, &c., being brought successively into action, according to the
magnitude of the weight to be sustained. In Figure 8 each successive plate
becomes straightened, and in Figure 10 each successive plate becomes more
curved by additions to the weight. The ends of the plate or component
springs are fitted with friction rollers. The action is as follows:-When the
weight. is applied so as to act on plate or spring a, Figure 8, it gradually
tends to straighten the spring until it comes in contact with a (if not of suffi
cient strength to support it singly), and thus obtains the assistance of this
spring; and if the combined strength of a¹ and a¹ is not sufficient to sup-
port the weight without further flexure, it receives the assistance of plate or
spring a", and so on as the weight increases, the strength of the spring
increases in proportion. The action of a spring, constructed as in Figure 10,
is on the same principle. Thus it is evident, the spring is always adapted:
to the weight; for if the weight be light enough, it is supported by the
individual strength of a, within.a certain point of its flexure. b, b, b, are
flat-beaded rivets, to connect the ends of the plates or springs; the neck of the
rivet slides in the whole of the plate above. By this construction I obtain a
means of placing a spring affording an equal degree of elasticity under rail-
way and other carriages of every description, whether loaded with one or twenty

page_text: The
persons or one or twenty tons, so as to ensure always an easy motion.
springs, constructed according to my Invention, may be affixed to carriages in
any of the usual and well-known modes. And what I claim as of my Inven---
tion in respect of the last-mentioned improvement, is the arrangement of
plates of steel, or other elastic matter forming a spring, so that each plate will
have a different curvature, and that every increase of- pressure producing
flexion on a portion thereof, will bring fresh parts into action to strengthen the..
same in the manner herein-before described.
:
Another improvement applicable to railway carriages consists in forming a
double or safety flange on a railway wheel, as seen in Figure 4 and Section 5;
by which the wheel has no more adhesion to the rail than at present, and
the other flange presents greater obstruction to the wheel running off the
rail.
.
Another improvement consists in the construction of. shafts and spokes. of
sheet steel, swaged or otherwise worked into the proper form, and jointed by
brazing or soldering, or in some cases welding (when cast steel is not-
employed), by such methods as have been heretofore made use of in con-
structing steel tubes or pipes. The spokes are set in the nave and felloes or
tire in the usual manner of setting metal spokes, and must be filled with some
substance, as cotton, tow, or sawdust, to prevent the noise which would other-
wise attend their use. The shapts are of the usual form, but made of sheet
steel, as heretofore described. And what I claim as of my Invention, in respect"
of the last-mentioned improvement, is the application of steel tubes or pipes
in the construction of the shafts and wheels of carriages.
Another improvement applicable to railway carriages is shewn in Figure 18,
and consists in the application of an elastic plate or bar, which may serve as a
break or sledge and a buffer.. One end of the plate or bar a, a, is attached
by a hinge joint to the frame I by means of the pin b; the plate or bar passes
over the periphery of the wheel of carriage A, and is held up by the bracket-E,
so that the plate or bar shall not touch the upper part of the wheel belonging
to carriage A, or the under part of the wheel belonging to carriage B, that is,
when both carriages are separated at the- full extent of the chain C; the
bracket or arm E, shewn in section, is formed of a socket d, d; fastened to the
frame of carriage A. The sliding piece of metal ƒ has a slot or bearing c to
support the plate or bar a, a, and the spiral spring.e.holds.the shoulders.of this
piece of metal f against the end of the bracket or arm. Thus, when, it is
required to put the plate or bar into action as a break, it is only necessary
to slide the frame I by any suitable mechanism, so as to bring the point
of the plate or bar under the wheel of carriage B, which wheel will cease to

page_text: revolve, and by its pressure cause the upper part of the plate or bar to press on
the periphery of the wheel of carriage A. If the plate or bar a, a, be made of
steel or other material, so as to be extremely elastic, the carriages A and B
when brought together, will cause the plate or bar to bend as represented by
the dotted line f, and thus act as a break and buffer; for so soon as the pressure
or force of the two carriages. cease to act, the plate or bar will by its strength
of spring or elasticity, push back the carriage B, and return to its former posi-
tion, as seen in Figure 18. The plate or bar acts in all cases as a sledge, this
being essential to its action, either as a break or a buffer. The apparatus just
described may be applied, as represented, to the carriages of a railway train, or
it may be applied to any two wheels of each carriage, whether connected
together or in a train or otherwise, by the movement of the frame I as herein-
before described. This improvement may also be applied to common road car-
riages of four wheels by any ordinary mechanism for sliding the point of plate or
bar a, a, under the hind wheels, which, by their pressure or weight, would cause
the upper part of the plate or bar to press on the periphery of the fore wheels.
My Invention in respect of the last-mentioned improvement consist in the
application and use of the plate or bar in the manner and for the purposes last
herein-before described. I have not given any directions respecting the sizes
or dimensions of the parts represented in the Drawing hereunto annexed,
but I hereby declare that I intend the various and well-known parts of the
several Figures in the said Drawings to be made of the sizes and dimensions.
of the parts of carriages in ordinary use on railways and common roads:
In witness whereof, I, the said Thomas Wright, have hereunto set my
hand and seal, the Twenty-second day of September, in the year of
our Lord One thousand eight hundred and forty-one.