AN IMPROVED CONSTRUCTION OF RAILWAY CARRIAGE FRAMES to be as follows:
Year: 1884

page_text: We, FREDERICK HOWARD ROSHER, and FRANCIS EDWIN ROSHER, both of
70 Regents Park Road, in the County of Middlesex, Gentlemen, do hereby declare
the nature of our Invention for "AN IMPROVED CONSTRUCTION OF RAILWAY
CARRIAGE FRAMES to be as follows:-
"
The object of our Invention is to construct the under frame of a railway
carriage in such a way that it shall be capable of yielding readily before the force
of a collision, and absorbing it, thereby preserving the body of the carriage intact,
and, consequently, preventing loss of life and personal injury, and materially
diminishing the extent of damage done to the rolling stock.
With carriages constructed according to our invention, the force of the collision
will be expended beneath the floor of the carriage, and not on the body, as would
be the case when they are built in the usual way.
In carrying out our Invention, we construct the under frame, in two parts,
connecting the carriage body and wheels thereto in such a way that the two
parts of the under frame are capable of being moved towards each other.
Between, and in the two under frames, we align pairs of spiral springs. The
inner, or opposite, ends of each pair of springs bear against the outer faces of two
transverse bars. These transverse bars are capable of sliding upon longitudinal
bars laid in line with the axes of the springs. We make our buffer bars much
longer than usual, and always in proportion to that of the longitudinal bars just
mentioned. Consequently, the buffers project beyond the ends of the carriage
more than in the present constructions, so that they would still project after the
force of the collision had expended itself in compressing the pairs of springs.
The inner ends of the buffer rods bear against the outer ends of the pairs of
springs.
It is obvious, that we may use as many pairs of springs as may be found
necessary, increasing their shock-absorbing power by the addition of blocks of
india rubber.
Our invention is not confined to carriages, but is equally applicable to brake and
goods vans.

page_text: "
We, FREDERICK HOWARD ROSHER, and FRANCIS EDWIN ROSHER, both of
70, Regents Park Road, in the County of Middlesex, Gentlemen, do hereby declare
the nature of our invention for AN IMPROVED CONSTRUCTION OF RAILWAY
CARRIAGE FRAMES," 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 our invention is an improved method of constructing the frames
of railway carriages, vans, waggons and trucks, with a view to make them capable
of yielding readily before the force of a collision and absorbing it, more or less,
thereby preserving the body of the carriage or other vehicle intact, and, con-
sequently, preventing injury to the person, and loss of life, as well as materially
diminishing the damage done to the rolling stock.
When railway carriages, or other similar rolling stock constructed according to
our invention, are in collision, the force of the latter is expended beneath the floor,
and not on the body, as would be the case with carriages constructed in the
ordinary way.
In carrying out our invention we construct an under frame in two or more parts
or sliders, according to the number of pairs of wheels. The body of the carriage
and wheels are connected to this under frame, or to its case, in such a way that
the two halves thereof, each one having a pair of wheels with their horn plates
and boxes bolted thereto, may be pushed towards each other without wrench-
ing the body of the carriage, under which they slide without disturbing its
equilibrium.
As the sliders are forced towards each other by any collision, they compress
one or more series of helical springs, the resistance of which to the force com-
pressing them, neutralizes it and prevents it damaging the carriage or the
passengers in it.
C
In order that our invention and the means by which the same can be put into
successful operation may be thoroughly understood, we will now proceed to describe
them in detail referring to the accompanying drawings which are to be taken as
part of this specification and read therewith, and in which corresponding parts
are marked throughout the figures in which they occur with the same reference
letter.
Figure 1 illustrates, in longitudinal elevation, the application of our invention to
an ordinary four wheel passenger carriage, (although it is to be distinctly under-
stood that it may be applied with advantage to all kinds of railway carriages,
vans, waggons and trucks,) with parts of the inner frame and of its case
broken away.
Figure 2 is a plan, partly in section, taken at the line, x-y, on Figure 1.
In Figures 1 and 2, the carriage is represented as in its ordinary condition, i.e. not
in collision.
Figures 3 and 4 are, respectively, longitudinal elevation, and plan (partly in
section) of the same carriage, in collision, illustrating the action of our invention
in saving the body of the carriage from the effect of the collision, by absorbing
the latter, and causing it to be expended beneath the floor.
A is the body of the carriage; B, B, the sliders, constituting the under frame;
and C their case, continued downwards from the body of the carriage. The object
of the case is to strengthen the connection between the body and the underframe;
it likewise serves as a draw for the sliders to work in. It is not considered
desirable to introduce any device for the diminution of friction between the sliders

page_text: on the one hand, and the carriage and bottom of the case on the other. The
wheels are shewn as fixed direct to the sliders, but may be connected to the case
or sliders, as may be found convenient.
D, D, are two transverse bars, each one constituting the inner end of a slider,
and F, the internal framing. Between the internal framing F, and the inner
end, D, of each slider, are two (ie. one to each buffer), strong helical springs, G, G,
cach of which is contained in a cylinder, G³, and aligned therewith are the same
number of longitudinal bars, or central double buffers, H, H; their outer ends
projecting into the respective sliders, and bearing, each one, against its respective
spring. The buffer rods, J, extend from the outer ends, G¹, of the springs, through
the internal framing of each slider, and project beyond the end of the carriage for
a longer distance than in those built according to the present plan, for a reason to
be hereinafter explained. The buffer rods are shewn as continued through the
internal framing of each slider. This construction is preferable on the score of
rigidity, and instantaneous transmission of shock, to making each rod in parts
bolted to the internal framing of the slider.
The action of the invention is as follows:—
The force of the collision is received upon the buffers, J, and delivered by them
through the sliders, B, on to the springs, G. The latter one prevented from
moving backwards by the buffers, H, and sideways by the tubes, G³. They con-
sequently collapse, thereby absorbing the force of the collision, while the extra
length of the buffer rods, J, prevents the ends of the adjacent carringes from being
driven against each other.
We do not limit ourselves to the number of sliders or of sets of springs and
central buffers we use with any of the herein described methods of applying
our invention, as these are decided by the size and type of the carriage to which
they are to be applied.
It is thus clear that with the before described alignment of buffer rod, springs,
and internal buffer, there is provided an effective apparatus for receiving and
absorbing any colliding force brought to bear upon the buffers of the carriage,
before the latter is in peril in consequence of the ordinary buffer springs being
totally unable to absorb said colliding force.
We do not confine ourselves to the exact details as illustrated in the abovo
mentioned figures, inasmuch as our invention is capable of being embodied in
other forms.
Figures 5 and 6 are sectional elevations of one modification of the construction
already described, and illustrate it, respectively, in normal and collided condition.
The central double buffers, H¹, are of larger diameter than those shown in
Figures 1 to 4, and hollow, to receive springs, H', which are compressible by the
buffer rods, J, made of an extra length for the purpose. The springs, L, and their
cylinders, L', are longer than the corresponding springs, G, and cylinders, G', in
Figures 1 to 4. The springs, L, are compressed between the end framing, F, of the
sliders, B, and the double buffers, H¹.
Figures 7 and 8 are sectional elevations of another modification of our invention,
and illustrate it, respectively, in normal and collided condition.
Each buffer rod, J, is of increased length, and hollow for a portion thereof, thus
producing a spring cylinder, J', to receive a spring, J. This cylinder and spring
correspond to the cylinder, G², and spring, G, of Figures 1 to 4, each pair of
springs bearing against a double buffer, H³, corresponding with, but longer than,
that of H, Figures 1 to 4. It projects through the enlarged ends, J, of the buffer
rods, J, which serve to keep it central.
A central spring, M, in a cylinder, M', capable of receiving the ends, J*, is placed
between the latter.
With the above described modification, the wheels are fixed on the case C.
The action of the above described modifications is the same in method and
result as that of the construction described in detail with reference to Figures 1
to 4, but may be considered more effective, by virtue of the in reas.d spring-power.

page_text: Blocks of india rubber may be used if desired with helical springs to increase
their efficiency.
In the constructions- illustrated in Figs 7 and 8, the buffer rods, J, are con-
veniently coupled in pairs, by cross stays, to make them mutually supporting when
in collision.
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 The combination with one or more sliders B, and one or more pairs of
long buffer rods J, of helical springs G, in cylinder G' or not, and one or more
double central buffers, as herein before described with reference to Figures 1, 2, 3, 4.
Second-The combination with one or more sliders B, and one or more pairs of
long buffer rods J; of helical springs L, in spring cylinders L' or not, and one or
more hollow double central buffers H and springs H2, as hereinbefore described
with reference to Figures 5 and 6.
Third The combination with one or more pairs of braced, long and partially
hollow buffer rods, internal springs J³, and centre spring M, of a double central
buffer H³.
Dated this 12th day of November 1884,
PHILLIPS & LEIGH,
Patent Agents,
22, Southampton Buildings, Chancery Lane, W.C.,
Agents for the Applicants.