IMPROVEMENTS IN SPRINGS FOR WHEELED VEHICLES
Year: 1869

page_text: LETTERS PATENT to Alexander Melville Clark, of 53, Chancery Lane,
in the County of Middlesex, Patent Agent, for the Invention of
"IMPROVEMENTS IN SPRINGS FOR WHEELED VEHICLES," A communication
from abroad by Charles Shea and Henry Roberts both of Newark,
in the County of Essex, and State of New Jersey, United States of
Sealed the 1st February 1870, and dated the 21st August 1869.
PROVISIONAL SPECIFICATION left by the said Alexander Melville
Clark at the Office of the Commissioners of Patents, with his
Petition, on the 21st August 1869.
I, ALEXANDER MELVILLE
CLARK, of 53, Chancery Lane, in the
County of Middlesex, Patent Agent, do hereby declare the nature of
the said Invention for "IMPROVEMENTS IN SPRINGS FOR WHEELED VEHICLES,"
to be as follows:-
The object of this Invention is to provide means for avoiding the jar
and inconvenience on railroad carriages and other wheeled vehicles,
and for economising springs on the same.

page_text: The Invention consists chiefly in providing compensating springs in
connection with the ordinary springs on locomotives, trucks, carriages,
and other wheeled vehicles, the said compensating springs being so
arranged that they act in opposite directions to the mainsprings. When
the pressure is on the main or bearing spring it is off the compensating
spring, and when on the latter it is off the former.
It is well known that carriages and wagons when loaded are not as
liable to break their springs as they are when not loaded, because in the
latter case the great shock produced when one of the wheels drops into a
depression will produce a rebound of the carriage body injurious to the
spring. On railroad carriages the same effects on the springs are
experienced when the carriages pass over badly fitted rail joints. By
means of this Invention all these defects are entirely overcome, as the
additional counteracting springs keep all the mainsprings so balanced
that they cannot become overstrained when the weight of them is
suddenly thrown off with a tendency to stretch them in the wrong
direction.
In the accompanying Sheets of Drawings are illustrated various
arrangements of this Invention showing it as applied to various
vehicles. It will be noticed that in all cases the same principle is
applied, to wit, that of producing a counteracting spring to the main
bearing spring of a vehicle.
I will now first proceed to describe how the Invention may be applied
to wagons, carriages, and other wheeled vehicles, although it is more
particularly intended for use on locomotives, carriages, and other railroad
vehicles.
i
DESCRIPTION OF DRAWINGS.
Figure 1, Sheet 1, of the annexed Drawings represents a perspective
view of this improved spring attachment to carriages.
Figure 2, Sheet 1, is a side view of a modification of the same.
Figure 3, Sheet 1, is a transverse section of the spring shown in
Figure 2.
Figure 4, Sheet 2, is a side view of a modification of the carriage
spring; Figure 5, Sheet 2, is an end view of the same.
Figure 6, Sheet 2, is a side view of a railroad carriage spring provided
with the compensating attachment; Figure 7, Sheet 2, is a sectional
transverse section of the same.

page_text: Figures 8, 9, and 10, Sheet 3, are side views of modifications of the
carriage attachment.
Figure 11, Sheet 4, is a side view illustrating another modification
of the same; Figure 12, Sheet 4, is a vertical transverse section
of the same.
Figure 13, Sheet 5, is a side view of another modification of the same;
Figure 14, Sheet 5, is a vertical transverse section of the same.
Figure 15, Sheet 5, is a side view of a further modification of the
same; Figure 16, Sheet 5, is an end view of the same.
Figure 17, Sheet 6, is a side view of another modification of the
same; Figure 18, Sheet 6, is a vertical transverse section of the
same.
Figure 19, Sheet 6, is a side view of still another modification of
the same.
Similar letters of reference indicate corresponding parts.
In Figure 1 A represents the sills or side pieces of a carriage or
waggon body resting upon the upper arms of springs B, B, which are
strapped to the axle C, as usual. The springs B are made in the form of
jointed arms, as shown. The upper arms a, a, are connected with cach
other by a rod D, upon which a compensating spring E is placed, said
spring being by means of straps F, F, connected with the axle C. When
the springs B are compressed by a load the spring E is expanded and
without any effect. But when by a shock the springs B are expanded
with violence they are relieved by the spring E, which is compressed to
arrest the outward action of the springs B, thereby not only the main-
springs but also the carriage body and its appendages are protected from
injury and the person of the rider from discomfort. By lengthening or
shortening the straps F the power of the spring E is regulated.
In Figures 2 and 3 is illustrated a modification adapted to elliptic
springs B' which are used on many vehicles. In this case the com-
pensating spring E' is in form of a rubber strap, connecting the two
plates of the spring by being fitted through ears b on the same. When
the spring B is suddenly expanded the strap E' is stretched to relieve
the same and to aid in bringing the parts back to the required
equilibrium.
In Figures 4 and 5 a modification is illustrated showing how this
Invention can be applied to carriages or waggons which have elliptic

page_text: springs B on the ends of the axles C and at right angles to the same.
The upper parts of the springs are connected by a rod D, on which a flat
spring E is firmly secured in the middle. To the under side of the axle
is also secured a spring G similar to E. The ends of E and G' are
connected with each other by leather or other belts F. When the
springs B are pressed together the straps Fª are slackened and no effect
is made on the springs E², G². But when the bearing springs are
violently expanded the belts will be stretched on their spring holders to
counteract the mainspring. Waggons may, however, receive other kinds
of springs, and I do not confine myself to the details herein set forth.
Rubber, metal, and other material may be used for the compensating
springs in various suitable forms
The Invention is chiefly applicable to railroad carriages, locomotives,
and tenders, nine different forms or modifications being shown in the
Drawings.
In Figures 6 and 7 is illustrated one mode of arranging it on a rail-
road carriage. In this arrangement the axle box H, which is strapped
to the mainspring I that is suspended from the truck frame J, works
up and down in a slotted plate K. L is a pin suspended from the box H
and fitted through an aperture in the lower end of K. A spiral, volute,
or rubber or other suitable spring M is interposed between H and the
lower part of K and fitted around L. When a weight presses upon the
frame J the spring I is stretched as the frame is lowered; but when by
sudden jars the frame is thrown up it compresses the spring M, and
thereby prevents the mainspring I from being excessively strained, and
all parts from coming into violent contact and from injury thereby.
In Figure 8 is shown a device for the front trucks of locomotives, and
for tenders. The truck frame J' is supported by the boxes H', which are
in pairs connected with the ends of the mainspring I', said mainspring
being by a link d and strap fitted at the middle upon the frame J.
Volute springs or rubber cushions or other springs M' are interposed
between every box H' and a shoulder e of the pin L, by which each box
is connected with the mainspring. The spring M' will then have the
same effect on the mainspring as in the cases before set forth.
Figures 9 and 10 show two forms of locomotive spring bearings
In Figure 9 the mainspring I has its ends connected with the frame J
by straps f, while its middle rests on a pin L' which projects from the
box H. A flat spring M³ projects from the lower part of the spring I

page_text: and has its ends supported on rubber cushions N³, as shown, said cushions
being formed on pins which fit loose into the frame. In Figure 10 the
pin L", by which the spring I is connected to the axle box H is
represented as fitting upon a rubber or other spring cushion M" which
is placed upon the frame J".
Figures 11 and 12 show another modification. In this the mainspring I*
is fastened with its ends to the truck frame J, and with its middle
connected with the axle box by a pin L*. The compensating spring M*
is at its middle strapped to the middle of the spring I, and its ends are
also fastened to the frame J. The two springs I, M*, are so shaped or
bent as to act in opposite directions, so that when the mainspring is by
a shock suddenly released of all strain or weight it will strain the
spring M and thereby prevent injury to all parts.
Figures 13 and 14 show the elliptic equilibrium spring M suspended
from the axle box H³, and at the same time supported on straps g which
are suspended from the frame J, while the main spring I suspended
at the ends by links h from the frame is strapped to the top of the axle
box. This is the plainest illustration of this principle as it shows that
the motion of the frame or box in opposite directions will act on different
springs.
Figures 15 and 16 show the mainspring I" as well as the equilibrium
spring M6 fastened to the upper side of the axle box H, and their ends
respectively suspended from the frame J by links and g'. The
springs are, as in Figure 11, so bent that they will act in reverse
directions.
Figures 17 and 18 show two coiled or other equilibrium springs M', M',
arranged on opposite sides of the mainspring I between ears i that
project from the mainspring and the frame J. The springs M' act
in opposite directions to the spring I'.
Figure 19 shows a modification of the device illustrated in Figure 10,
the mainspring I being shaped somewhat different from that therein
shown, otherwise it is the same. In all of the aforesaid cases the springs,
both main and equilibrium, may be of suitable material and shape.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent,
filed by the said Alexander Melville Clark in the Great Seal Patent
Office on the 12th February 1870.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, ALEXANDER
MELVILLE CLARK, of 53, Chancery Lane, in the County of Middlesex,
Patent Agent, send greeting.
WHEREAS Her Most Excellent Majesty Queen Victoria, by Her
Letters Patent, bearing date the Twenty-first day of August, in the
year of our Lord One thousand eight hundred and sixty-nine, in the
thirty-third year of Her reign, did, for Herself, Her heirs and suc-
cessors, give and grant unto me, the said Alexander Melville Clark,
Her special licence that I, the said Alexander Melville Clark,
my executors, administrators, and assigns, or such others as I, the
'said Alexander Melville Clark, my executors, administrators, and
assigns, should at any time agree with, and no others, from time
to time and at all times thereafter during the term therein expressed,
should and lawfully might make, use, exercise, and vend, within the
United Kingdom of Great Britain and Ireland, the Channel Islands,
and Isle of Man, an Invention for "IMPROVEMENTS IN SPRINGS FOR WHEELED
VEHICLES," a communication to me from abroad by Charles Shea and
Henry Roberts, both of Newark, in the County of Essex, and State of
New Jersey, United States of America, upon the condition (amongst
others) that I, the said Alexander Melville Clark, my executors or
administrators, by an instrument in writing under my, or their, or
one of their hands and seals, should particularly describe and ascertain
the nature of the said Invention, and in what manner the same was to
be performed, and cause the same to be filed in the Great Seal Patent
Office within six calendar months next and immediately after the date
of the said Letters Patent.
NOW KNOW YE, that I, the said Alexander Melville Clark, do
.hereby declare the nature of the said Invention, and in what manner
the same is to be performed, to be particularly described and ascer-
tained in and by the following statement, reference being had to the
Sheet of Drawings hereunto annexed, and to the letters and figures
marked thereon (that is to say):-
The object of this Invention is to provide means for avoiding the jar
and inconvenience on railroad carriages and other wheeled vehicles, and
for economising springs on the same.

page_text: The Invention consists chiefly in providing compensating springs in
connection with the ordinary springs on locomotives, trucks, carriages,
and other wheeled vehicles, the said compensating springs being so
arranged that they act in opposite directions to the main springs. When
the pressure is on the main or bearing spring it is off the compensating
spring, and when on the latter it is off the former. It is well known.
that carriages and waggons when loaded are not as liable to break their
springs as they are when not loaded, because in the latter case the great.
shock produced when one of the wheels drops into a depression will
produce a rebound of the carriage body injurious to the spring. On
railroad carriages the same effects on the springs are experienced when
the carriages pass over badly fitted rail joints.
By this Invention all these defects are entirely overcome, as the
additional counterbalancing springs keep all the mainsprings so balanced
that they cannot become overstrained when the weight on them is
suddenly thrown off with a tendency to stretch them in the wrong
direction.
In the accompanying Sheet of Drawings are illustrated various
arrangements of this Invention showing it applied to various vehicles.
It will be noticed that in all cases the same principle is applied, to wit,
that of producing a counteracting spring to the main bearing spring of
a vehicle.
I will now first proceed to describe how the Invention may be applied
to waggons, carriages, and other wheeled vehicles, although it is more
particularly intended for use on locomotives, carriages, and other
railroad vehicles.
DESCRIPTION OF DRAWINGS.
Figure 1 of the annexed Drawings represents a perspective view of
this improved spring, attachment to carriages.
Figure 2 is a side view of a modification of the same.
Figure 3 is a transverse section of the spring shown in Figure 2.
Figure 4 is a side view of a modification of the carriage spring;
Figure 5 is an end view of the same.
Figure 6 is a side view of a railroad carriage spring provided with the
compensating attachment; Figure 7 is a sectional transverse section of
the same.

page_text: Figures 6, 3, and are side views of mounications of the carriage
attachment.
Figure 11 is a side view illustrating another modification of the same;
Figure 12 is a vertical transverse section of the same.
Figure 13 is a side view of another modification of the same; Figure 14
is a vertical transverse section of the same.
Figure 15 is a side view of a further modification of the same;
Figure 16 is an end view of the same.
Figure 17 is a side view of another modification of the same; Figure 18
is a vertical transverse section of the same.
Figure 19 is a side view of still another modification of the same.
Similar letters of reference indicate corresponding parts.
In Figure 1, A represents the sills or side pieces of a carriage or
waggon body resting upon the upper arms of springs B, B, which are
strapped to the axle C as usual. The springs B are made in the form
of jointed arms, as shown. The upper arms a, a, are connected with
each other by a rod D, upon which a compensating spring E is placed,
said spring being by means of straps F, F, connected with the axle C.
When the springs B are compressed by a load the spring E is expanded
and without any effect; but when by a shock the springs B are expanded
with violence they are relieved by the spring E, which is compressed to
arrest the outward action of the springs B, thereby not only the main
springs but also the carriage body and its appendages are protected
from injury, and the person of the rider from discomfort. By lengthening
or shortening the straps F the power of the spring E is regulated.
In Figures 2 and 3 is illustrated a modification adapted to elliptic
springs B', which are used on many vehicles. In this case the com-
pensating spring E' is in form of a rubber strap, connecting the two
plates of the spring by being fitted through ears b on the same. When
the spring B is suddenly expanded the strap E' is stretched to relieve
the same, and to aid in bringing the parts back to the required
equilibrium.
I
i
In Figures 4 and 5 a modification is illustrated showing how this
Invention can be applied to carriages or waggons which have elliptic
springs B on the ends of the axles C and at right angles to the same,
The upper parts of the springs are connected by a rod D", on which a
flat spring E³ is firmly secured in the middle. To the under side of the

page_text: axle is also secured a spring G² similar to E³. The ends of E and G
are connected to each other by leather or other belts F2. When the
springs B are pressed together the straps E are slackened, and no effect
is made on the springs E, G²; but when the bearing springs are violently
expanded the belts will be stretched on their spring holders to counter-
act the mainspring. Waggons may, however, receive other kinds of
springs, and I do not confine myself to the details herein set forth.
Rubber, metal, and other material may be used for the compensating
springs in various suitable forms.
The Invention is chiefly applicable to railroad carriages, locomotives,
and tenders, nine different forms or modifications being shown in the
Drawings.
In Figures 6 and 7 is illustrated one mode of arranging it on a rail-
road carriage. In this arrangement the axle box H, which is strapped
to the main spring I that is suspended from the truck frame J, works
up and down in a slotted plate K; L is a pin suspended from the box H,
and fitted through an aperture in the lower end of K. A spiral, volute,
or rubber or other suitable spring M is interposed between H and the
lower part of K and fitted around L. When a weight presses upon the
frame J the spring I is stretched as the frame is lowered; but when by
sudden jars the frame is thrown up it compresses the spring M, and
thereby prevents the mainspring I from being excessively strained and
all parts from coming into violent contact and from injury thereby.
In Figure 8 is shown a device for the front trucks of locomotives and
for tenders. The truck frame J' is supported by the boxes H', which
are in pairs connected with the ends of the mainspring I', said main-
spring being by a link d and strap fitted at the middle upon the frame J'.
Volute springs or rubber cushions or other springs M' are interposed
between every box H¹ and a shoulder e of the pin L, by which each
box is connected with the mainspring. The spring M will then have
the same effect on the mainspring as in the cases before set forth.
Figures 9 and 10 show two forms of locomotive spring bearings. In
Figure 9 the mainspring I has its ends connected with the frame J2 by
straps f, while its middle rests on a pin L2 which projects from the
box H. A flat spring M² projects from the lower part of the spring I³,
and has its ends supported on rubber cushions N³, as shown, said cushions
being formed on pins which fit loose into the frame.

page_text: In Figure 10 the pin L³ by which the spring I³ is connected into the
axle box H is represented as fitting upon a rubber or other spring
cushion M", which is placed upon the frame Ja.
Figures 11 and 12 show another modification. In this the main-
spring I is fastened with its ends to the truck frame J*, and with its
middle connected with the axle box by a pin L'. The compensating
spring M is at its middle strapped to the middle of the spring I*, and
its ends are also fastened to the frame J. The two springs I*, M*, are so
shaped or bent as to act in opposite directions, so that when the main-
spring is by a shock suddenly released of all strain or weight it will
strain the spring M' and thereby prevent injury to all parts.
Figures 13 and 14 show the elliptic equilibrium spring M³ suspended
from the axle box H and at the same time supported on straps g which
are suspended from the frame J³, while the mainspring I suspended at
the ends by links h from the frame is strapped to the top of the axle
box. This is the plainest illustration of this principle, as it shows that
the motion of the frame or box in opposite directions will act on different
springs.
Figures 15 and 16 show the mainspring I° as well as the equilibrium
spring M fastened to the upper side of the axle box H, and their ends
respectively suspended from the frame J by links h and g'. The
springs are, as in Figure 11, so bent that they will act in reverse
directions.
Figures 17 and 18 show two coiled or other equilibrium springs M', M',
arranged on opposite sides of the mainspring I', between cars i that
project from the mainspring and the frame J. The springs M act in
opposite directions to the spring I".
Figure 19 shows a modification of the device illustrated in Figure 10,
the mainspring I³ being shaped somewhat different from that therein
shown, otherwise it is the same. In all of the aforesaid cases the springs
both main and equilibrium, may be of suitable material and shape.
Having described the nature of the said Invention, and the manner
of performing the same, I declare that what I claim as the Invention
to be protected by the herein-before in part recited Letters Patent,
is,―
1st. The compensating springs applied in connection with the bearing
springs of wheeled vehicles, so that they work in opposite directions for

page_text: the purpose of producing the requisite balance and regularity of motion,
substantially as specified.
2ndly. The spring E or E3, when connected with the axle C or C° by
straps F or F, and with the bearing springs B or B2, by a rod D or D³,
substantially as herein shown and described to operate as set forth.
3rdly. The elastic-strap E' put into an elliptic spring B' to poisc the
same, as set forth.
4thly. The combination with the mainspring of a railroad carriage
or locomotive truck of the compensating spring, constructed and
operating substantially as herein shown and described.
In witness whereof, I, the said Alexander Melville Clark, have
hereunto set my hand and seal, this Twelfth day of February,
in the year of our Lord One thousand eight hundred and
seventy.
Witness,
W. G. E. SWINNOCK,
53, Chancery Lane.
A. M. CLARK. (L.S.)