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A NEW SYSTEM OF SUPPLEMENTARY SPRINGS.

8th January 1924
Page 9
Page 9, 8th January 1924 — A NEW SYSTEM OF SUPPLEMENTARY SPRINGS.
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Which of the following most accurately describes the problem?

EVERYONE knows that the question of correct and most suitable springing for commercial, vehicles under Iced is an important one, both as regards the reduction of upkeep. expenditure on the chassis and the safe.ty of the goods in transit, particularly if they are of a fragile. nature. The question of fuel economy is also affected in some slight degree by efficient or inefficient springing. We are all likewise acquainted with the shock absorber idea, which aims at supplementing the springs normally embodied in the coneeruction of the vehicle by additional springs of various kinds. These have the effect either of checking the reflex action of the springs on a. rough road or ef, in effect, lengthening the springs and giving them greater flexibility, thus enabling more of the shock caused by. road resistance to be absorbed by the spring before it teaches the chassis and load. It is also well known that such shock absorbers are of real utility, particularly where chassis in which the springing is heavy and harsh are concerned.

Hitherto, most of these supplementary spring devices have consisted of equipments attached independently to each spring and affected only by the action and reaction of that, particular spring; so that, whilst easing the shock at that particular corner of the vehicle at which the impact has been encountered, a racking or twisting effect is induced on the loaded frame. This, of course, is just what happens with ordinary springing without such additional devices, and, whilst useful in reducing the volume of this effect, these constructions do not remedy the defect. An attempt has now been made by an American compaily, the Traylor Engineering Co., to trieet this defect in the conventional springing systems by an arrangement which has the effect of distributing the shock to both sides of the vehicle. The company have introduced a system which they term the Ilitlex, whieh may be described as an elabara ition of the coiled-spring shock-absorblug device.

The Hiflex outfit consists of two giant helical springs mounted on the front earners of a quadrilateral frame, the rear portion of which is jonrnalled in hearings held in brackets attached to,•

and depending from, the rearmost ex tremity of the chassis frame. The forward portion of the quadrilateral is furnished with projecting ends, which find a bearing in the rear shackles.

This quadrilateral frame, therefore, jeurnalled to the chassis at the rear and to the springs in front, forms the equivalent of a large hinge, the construction of which is clearly shown in one of the illustrations. The supplementary springs are thus prevented from acting independently, as the connected hinge upon which they are supported compels theca to function together, so that, instead of either one or the other absorbing the impact of its own particular side spring independently, these two helical supplementary springs combine forces and work together, irrespective of the particular wheel and spring through which the road impact comes.

By thus combining the action of these Iwo additional springs, it is claimed that the torsional twiet on the chassis is relieved, or obviated altogether. The rigid hinge upon which the load is supported provides stability and sets up distributing action between the two spring systems on either side of the vehicle, checking and absorbing vibration in a way which, it is claimed, makes for very much higher spring efficiency and a great reduction in the stresses on the cesseis.

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