WHEEL CARRIAGES

Though this manufacture belongs most properly to a treatise upon mechanical engineering, I shall endeavour to describe the parts of a carriage, so as to enable gentlemen to judge of its make and relative merits. The external form may vary with every freak of fashion; but the general structure of a vehicle, as to lightne , elegance, and strength, may be judged of from the following figure and description. IMG:4147767755307473660_illo1290a.png:Chariot Fig. 1166. shows the body of a chariot, hung upon an iron carriage, with iron wheels, axletrees, and boxes; the latter, by a simple contrivance, is close at the out-head, by which means the oil cannot escape; and the fastening of the wheel being at the in-head, as will be explained afterwards, gives great security, and prevents the po ibility of the wheel being taken off by any other carriage running against it. IMG:4147767755307473660_illo1290b.png:Axletree arm Fig. 1167. shows the arm of an axletree, turned perfectly true, with two collars in the solid, as seen at G and H . The parts from G to B are made cylindrical. At K is a screw nail, the purpose of which will be explained in fig. 1171. Fig. 1168. is the longitudinal section of a metal nave, which also forms the bush, for the better fitting of which to the axletree, it is bored out of the solid, and made quite air-tight upon the pin; and for retaining the oil, it is left close at the out-head D . IMG:4147767755307473660_illo1290c.png:Collet Fig. 1169. represents a collet, made of metal, turned perfectly true, the least diameter of which is made the same with that part of the axletree M , fig. 1167. , and its greatest diameter the same with that of the solid collar G , fig. 1167. This collet is made with a joint at S , and opens at p . Two grooves are represented at qq , qq , which are seen at the same letters in fig. 1170. , as also the dovetail r , in both figures. Fig. 1170. is an edge view of the collet, fig. 1169. IMG:4147767755307473660_illo1290d.png:Axletree arm Fig. 1171. is a longitudinal section of an axletree arm, nave or bush, and fastening. A , B , is the arm of the axletree, bored up the centre from B to E . C , C , D , the nave, which answers also for the bush. P , S , the collet (see figs. 1169. and 1170. ), put into its place. q , q , two steel pins, pa ing through the in-head of the bush, and filling up the grooves in the collet. W , W , a caped hoop, sufficiently broad to cover the ends of said pins, and made fast to the bush by screws. This hoop, when so fastened to the bush, prevents the po ibility of the pins q , q , from getting out of their places. u , u , is a leather washer, interposed betwixt the in-head of the bush and the larger solid collar of the axletree, to prevent the escape of oil at the in-head. K , is a screw, the head of which is near the letter K , in fig. 1167. This screw being undone, and oil poured into the hole, it flows down the bore in the centre of the axletree arm, and fills the space B , left by the arm being about one inch shorter than the bore of the bush, and the screw, being afterwards replaced, keeps all tight. In putting on the wheel, a little oil ought to be put into the space betwixt the collet P , S , and the larger collar. The collar P , S , being movable round the axletree arm, and being made fast to the bush by means of the two pins q , q , revolves along with the bush, acting against the solid collar G , of the arm, and keeps the wheel fast to the axletree, until by removing the caped hoop W , W , and driving out the pins q , q , the collet becomes disengaged from the bush. The dovetail, seen upon the collet at r , fig. 1170. , has a corresponding groove cut in the bush, to receive it, in consequence of which the wheel must of nece ity be put on so that the collet and pins fit exactly. These wheels very rarely require to be taken off, and they will run a you sand miles without requiring fresh oiling. The spokes of the wheel, made of malleable iron, are screwed into the bush or nave at C , C , figs. 1168. 1171. , all round. The felloes, composed merely of two bars of iron, bent into a circle edgeways, are put on, the one on the front, the other on the back, of the spokes, which have shoulders on both sides to support the felloes, and all three are attached together by rivets through them. The space between the two iron rings forming the felloes, should be filled up with light wood, the tire then put on, and fastened to the felloes by bolts and glands clasping both felloes. This is a carriage without a mortise or tenon, or wooden joint of any kind. It is, at an average, one-seventh lighter than any of those built on the ordinary construction. The design of Mr. W. Mason’s patent invention, of 1827, is to give any required pre ure to the ends of what are called mail axletrees, in order to prevent their shaking in the boxes of the wheels. This object is effected by the introduction of leather collars in certain parts of the box, and by a contrivance, in which the outer cap is screwed up, so as to bear against the end of the axletree with any degree of tightne , and is held in that situation, without the po ibility of turning round, or allowing the axletree to become loose. IMG:4147767755307473660_illo1291.png:Wheel box and axletree Fig. 1172. shows the section of the box of a wheel, with the end of the axletree secured in it. The general form of the box, and of the axle, is the same as other mail axles, there being rece es in the box for the reception of oil. At the end of the axle, a cap a , is inserted, with a leather collar enclosed in it, bearing against the end of the axle; which cap, when screwed up sufficiently tight, is held in that situation by a pin or screw pa ed through the cap a , into the end of the iron box; a representation of this end of the iron box being shown at fig. 1173. In the cap a , there is also a groove for conducting the oil to the interior of the box, with a screw at the opening, to prevent it running out as the wheel goes round. The particular claims of improvement are, the leather collar against the end of the axle; the pin going through one of the holes in the end of the box, to fix it; and the channel for conducting the oil. Mr. Mason’s patent, of August, 1830, applies also to the boxes and axles of that construction of carriage wheels which are fitted with the so called mail-boxes; but part of the invention applies to other axles. IMG:4147767755307473660_illo1292a.png:Wheel nave Fig. 1174. represents the nave of a wheel, with the box for the axle within it, both shown in section longitudinally; fig. 1175. is a section of the axle, taken in the same direction; and fig. 1176. represents the screw cap and oil-box, which attaches to the outer extremity of the axle-box. Supposing the parts were put together, that is, the axle inserted into the box, then the intention of the different parts will be perceived. The cylindrical rece a , in the box of the nave, is designed to fit the cylindrical part of the axle b ; and the conical part c , of the axle, to shoulder up against a corresponding conical cavity in the box, with a washer of leather to prevent its shaking. A collar d , formed by a metallic ring, fits loosely upon a cylindrical part of the axle, and is kept there by a flange or rim, fixed behind the cone c . Several strong pins f , f , are cast into the back part of the box; which pins, when the wheel is attached, pa through corresponding holes in the collar d ; and nuts being screwed on to the ends of the pins f , behind the collar, keep the wheel securely attached to the axle. The screw-cap g , is then inserted into the rece h , at the outer part of the box, its conical end and small tube i , pa ing into the rece k , in the end of the axle. The parts being thus connected, the oil contained within the cap g , will flow through the small tube i , in its end, into the rece or cylindrical channel l , within the axle, and will thence pa through a small hole in the side of the axle, into the cylindrical rece a , of the box; and then lodging in the groove and other cavities within the box, will lubricate the axle as the wheel goes round. There is also a small groove cut on the outside of the axle, for conducting the oil, in order that it may be more equally distributed over the surface and the bearings. This construction of the box and axle, as far as the lubrication goes, may be applied to the axles of wheels in general; but that part of the invention which is designed to give greater security in the attachment of the wheel to the carriage, applies particularly to mail axles. IMG:4147767755307473660_illo1292b.png:Parts of carriage Mr. William Mason’s patent invention for wheel carriages, of August, 1831, will be understood by reference to the annexed figures. Fig. 1177. is a plan showing the fore-axletree bed a , a , of a four-wheeled carriage, to which the axletrees b , b , are jointed at each end; fig. 1178. is an enlarged plan; and fig. 1179. an elevation, or side view of one end of the said fore-axletree bed, having a Collinge’s axletree jointed to the axletree bed, by means of the cylindrical pin or bolt c , which pa es through and turns in a cylindrical hole d , formed at the end of the axletree bed, shown also in the plan view, fig. 1180. , and section, fig. 1181. IMG:4147767755307473660_illo1292c.png:Parts of undercarriage The axletree b , is firmly united with the upper end e , of the pin or bolt c ; and to the lower end of it, which is squared, the guide piece f , is also fitted, and secured by the screw g , and cap or nut h , seen in fig. 1179. , and in section in fig. 1182. There are leather washers i , i , let into rece es made to receive them in the parts a , b , and f , the intent of which is to prevent the oil from escaping that is introduced through the central perpendicular hole seen in fig. 1182. , which hole is closed by means of a screw inserted into it. The oil is diffused, or spread over the surface of the cylinder c , by means of a side branch leading from the bottom of the hole into a groove formed around the cylinder, and also by means of two longitudinal gaps or cavities made within the hole, as shown in figs. 1180. and 1181. The guide piece f , is affixed at right angles with the axletree b , as shown in fig. 1178. , and turns freely and steadily in the cylindrical hole d , made to receive one end of the iron fore-axletree bed a . In like manner, the opposite fore axletree b , fig. 1177. , is jointed to the other end of the iron fore-axletree bed. The outer ends of the guide pieces f , f , are jointed to the splinter-bar n , fig. 1181 , as follows:— Fig. 1183. is a plan, and fig. 1184. a section of the joint o , in fig. 1177. , shown on an enlarged scale; a cylindrical pin or bolt c , is firmly secured in the splinter-bar, and round the lower part of the said pin or bolt the guide piece f , turns, and is made fast in its place by the screw g , and screwed nut h . IMG:4147767755307473660_illo1292d.png:Parts of undercarriage Oil is conveyed to the lower part of the cylindrical pin c , in a similar manner to that already described, and two leather washers are likewise furnished, to prevent its escape. The connecting joint at the opposite end of the splinter-bar n , is constructed in a similar manner. The futchel or socket p , p , for the pole of the carriage, must also be jointed to the middle of the fore-axletree bed and splinter-bar, in a similar manner. The swingletrees q , q , fig. 1177. , are likewise jointed in the same way to the splinter-bar. Fig. 1185. is a side view of these parts. The fore wheels of the carriage, fig. 1177. , are furnished with cast-iron boxes, as usual. The dotted lines show the action of the pole p , p , upon the splinter-bar n , and as communicated through the latter to the guide pieces f , f , connected with the axletrees b , b , so as to lock the wheels r , r , as shown in that figure. The axletree may be incased in the woodwork of the fore-bed of the carriage, as usual, and as shown by dotted lines in the back end view thereof, fig. 1186. ; and the framing s , fig. 1187. , may be affixed firmly upon the said woodwork, in any fit and proper manner, as well as the fore-springs t , t , shown in figs. 1186. and 1187. , and likewise in the side view, fig. 1188. In certain cases it may be desirable to fix the cylindrical pin or bolt c , firmly in the splinter-bar n , in the manner shown in figs. 1189. and 1190. ; the swingletrees q , q , and guide pieces f , f , turning freely above and below upon the said pin or bolt, and secured in their places thereon by screws and screwed nuts, oil being also supplied through holes formed in both ends of the said pin or bolt, and leather washers provided, as in the above-described instances. Mr. Gibbs, engineer, and Mr. Chaplin, coach-maker, obtained a patent, in 1832, for the construction of a four-wheeled carriage which shall be enabled to turn within a small compa , by throwing the axles of all the four wheels simultaneously into different positions. They effect this object by mounting each wheel upon a separate jointed axle, and by connecting the free ends of the four axles by jointed rods or chains, with the pole and splinter-bar in front of the carriage. IMG:4147767755307473660_illo1293.png:Details of wheel To fix the ends of the spokes of wheels to the felloe or rim, with greater security than had been effected by previous methods, is the object of a contrivance for which William Howard obtained a patent, in February, 1830. Fig. 1191. shows a portion of a wheel constructed on this new method; a , is the nave, of wood; b , b , b , wooden spokes, inserted into the nave in the usual way; c , c , is the rim or felloe, intended to be formed by one entire circle of wrought iron; d , and e , e , are the shoes or blocks, of cast iron, for receiving the ends of the spokes, which are secured by bolts to the rim on the inner circumference. The cap of the block d , is removed, for the purpose of showing the internal form of the block; e , e , have their caps fixed on, as they would appear when the spokes are fitted in. One of the caps or shoes is shown detached, upon a larger scale, at fig. 1192. , by which it will be perceived that the end of the spoke is introduced into the shoe on the side. It is proposed that the end of the spoke shall not reach quite to the end of the rece formed in the block, and that it shall be made tight by a wedge driven in. The wedge piece is to be of wood, as fig. 1193. , with a small slip of iron within it; and a hole is perforated in the back of the block or shoe, for the wedge to be driven through. When this is done, the ends of the spokes become confined and tight; and the projecting extremities of the wedges being cut off, the caps are then attached on the face of the block, as at e , e , by pins riveted at their ends, which secures the spokes, and renders it impo ible for them to be loosened by the vibrations as the wheel pa es over the ground. One important use of the wedges, is to correct the eccentric figure of the wheel, which may be readily forced out in any part that may be out of the true form, by driving the wedge up further; and this, it is considered, will be a very important advantage, as the nearer a wheel can be brought to a true circle, the easier it will run upon the road. The periphery of the wheel is to be protected by a tire, which may be put on in pieces, and bolted through the felloe; or it may be made in one ring, and attached, while hot, in the usual way. Mr. Reed head’s patent improvements in the construction of carriages, are represented in the following figures. They were specified in July, 1833. IMG:4147767755307473660_illo1294a.png:Steering wheel construction IMG:4147767755307473660_illo1294b.png:Steering wheel construction Fig. 1194. is a plan or horizontal view of the fore part of a carriage, intended to be drawn by horses, showing the fore wheels in their position when running in a straight course; fig. 1195. is a similar view, showing the wheels as locked, when in the act of turning; fig. 1196. is a front end elevation of the same; fig. 1197. is a section taken through the centre of the fore axletree; and fig. 1198. is a side elevation of the general appearance of a stage-coach, with the improvements appended: a , a , are two splinter-bars, with their roller-bolts, for connecting the traces of the harne ; these splinter-bars are attached, by the bent irons b , b , to two short axletrees or axle-boxes c , c , which carry the axles of the fore wheels d , d , and turn upon vertical pins or bolts e , e , pa ed through the fore axletree f , the splinter-bars and axle-boxes being mounted so as to move parallel to each other, the latter partaking of any motion given to the splinter-bars by the horses in drawing the carriage forward, and thereby producing the locking of the wheels, as shown fig. 1195. ; and in order that the two wheels, and their axles and axle-boxes, together with the splinter-bars a , a , may move simultaneously, the latter are connected by pivots to the end of the links or levers g , g , which are attached to the arms i , i , which receive the pole of the coach by a hinge-joint or pin h ; the arms i , i , turning on a vertical fulcrum-pin k , pa ed through the main axletree, f , as the pole is moved from one side to the other. IMG:4147767755307473660_illo1295.png:Wheels The axles o , o , are firmly fixed into the naves of the wheels, as represented in the side view of a wheel detached, at fig. 1200. , the axles being mounted so as to revolve within their boxes in the following manner:—The axle-boxes, which answer the purpose of short axletrees, are formed of iron, and consist of one main or bottom plate l , seen best in figs. 1200. and 1199. ; upon this bottom plate is formed the chamber m , m , carrying the two anti-friction rollers n , n , which turn on short axles pa ed through the sides and partition at the upper part of the chambers. These anti-friction rollers bear upon the cylindrical parts of the axle o , of each wheel, and support the weight of the coach; p , is a bearing firmly secured in the axle-box to the plate l , for the end of the axle o , to run in, the axle being confined in its proper situation by a collar and screw-nut on its end; e , is the vertical pin or bolt before mentioned, upon which the axle-bar turns when the wheels are locking, which bolt is enlarged within the box, and has an eye for the axle to pa through, being firmly secured to the plate l , and also to the sides of the box. Fig. 1200. is a plan or horizontal view of an axle and its box, belonging to one of the fore wheels; a piece q , is fixed to the under side of the main axletree, which supports the ends of the plates l , and thereby relieves the pins e , e , of the strain they would otherwise have to withstand. The axles of the hind wheels are mounted upon similar plates l , l , with bearings and chambers with anti-friction rollers; but as these are not required to lock, the plates l , l , are fixed on to the under side of the hind axletree by screw-nuts; there are small openings or doors, which can be removed for the purpose of unscrewing the nuts and collars of the bearings p , when the wheel is required to be taken off the carriage, when the axle can be withdrawn from the boxes. If it should be thought nece ary, other chambers with friction rollers, may be placed on the under side of the plate l , to bear up the end of the axles, and relieve the bearing p . In order to stop or impede the progre of a carriage in pa ing down hills, there is a grooved friction or brake wheel t , fixed, by clamps or otherwise, on to the spokes of one of the hind wheels; u , is a brake-band or spring, of metal, encircling the friction wheel, one end of which band is fixed into the standard v , upon the hind axletree, and the other end connected by a joint to the shorter end of the lever w , which has its fulcrum in the standard v ; this lever extends up to the hind seat of the coach, as shown in fig. 1198. , and is intended to be under the command of the guard or pa engers of the coach, and when descending a hill, or on occasion of the horses running away, the longer end of the lever is to be depre ed, which will raise the shorter end, and, consequently, bring the band or spring u , in contact with the surface of the friction wheel, and thereby retard its revolution, and prevent the coach travelling too fast; or, instead of attaching the friction brake to the hind wheel, as represented in fig. 1198. , it may be adapted to the fore wheels, and the end of the lever brought up to the side of the foot-board, or under it, and within command of the coachman, the standard which carries the fulcrum being made to move upon a pivot, to accommodate the locking of the wheels. It will be observed, that by these improved constructions of the carriage, and mode of locking the patentee is enabled to use much larger fore wheels than in common, and that the splinter-bars will always be in the position of right angles with the track or way of the horses in drawing the carriage, by which they are much relieved, and always pull in a direct and equal manner. A manifest defect in all four-wheeled carriages, involving vast superfluous friction, is the small size of the front wheels; a defect which has existed ever since Walter Rippon made “the first hollow turning coach with pillars and arches for her majesty Queen Mary, being then her servant,” until the railroad era, when our engineers remedied the defect by equalizing the wheels, at the expense of another defect—sacrificing the power of turning, and thus producing great lateral friction; whence a train of evil consequences result:—nece arily increased strength, and consequently increased weight of the carriages; increased power and weight of the engine to draw them, and overcome the friction; and, of course, increased strength of rails, and greater solidity of railway. These defects are at last remedied by an invention patented by Mr. William Adams, author of a work entitled “English Pleasure Carriages.” Instead of placing the perch-bolt, or turning centre, as is commonly done, over the front axle, he places it at a convenient distance between the front and hind axles; so that when turning the carriage the front wheels, instead of turning beneath the body, as is common, turn outside of it, and the driver’s seat turns with them; thus giving him a perfect command over his horses in all positions, instead of the usual dangerous plan, which renders a driver liable to be pulled off his box by a restive horse, when in the act of turning. A carriage constructed on Mr. Adams’ plan may also be driven round a corner at full speed, without any risk of overturning, as the weight is equally poised on the axles in all positions. It is well known that the oversetting of stage coaches usually takes place when turning a corner, the momentum urging the vehicle in a right line, while the horses are pulling at an angle. By the new arrangement the front wheels may be made equal to the hind ones, or of any desirable height, and at the same time the body may be kept as low as may be thought convenient, even almost close to the ground, if desired. Thus two important objects, hitherto deemed incompatible, are combined—high wheels and a low centre of gravity. These carriages are therefore e entially safety carriages, while the friction is reduced to a minimum. The principle, in its various modifications, is applicable to every variety of carriage, both those of the simply useful kind, and those where beauty of form and colour are prime requisites. Another most important part of Mr. Adams’ invention, is his new mode of spring suspension; applying the principle of the bow and string, for the first time, to obviate the effects of concu ion in wheel carriages. All the springs hitherto in use for wheel carriages, have been friction springs, composed of long sliding surfaces, uncertain in their action, and liable to quick destruction by rust. But Mr. Adams’ springs are e entially elastic, being formed of single plates abutting endways, so that all friction is removed, and they can be hermetically sealed within paint to prevent their corrosion. He has various modes of applying the bow, either single or double, above or below the axle; but one most important feature is, that the axle being attached to the flexible cords or braces, the concu ion which affects the wheels, either laterally, vertically, or in the line of progre , is perfectly intercepted, without the unpleasant oscillation experienced in carriages where the same purpose is accomplished by the use of the curved or C spring. Mr. Adams’ brace being, at the same time, a non-conductor of sound, the rattling of the wheels does not annoy the rider as in ordinary carriages. His springs are equally applicable to vehicles with two and four wheels. The advantages of these carriages may be thus summed up:—A great diminution of the total weight; a diminution of resistance in draught equal to about one third; increase of safety to the riders; increased durability of the vehicle; absence of noise and vibration; absence of oscillation. To these qualities, so desirable to all, and especially those of delicate nervous temperament, may be added—greater economy, both in the first cost and maintenance. The whirling public so blindly follows fashionable caprice in the choice of a carriage, as to have hitherto paid too little attention to this fundamental improvement; but many intelligent individuals have fully verified its practical reality. Having inspected various forms of two-wheeled and four-wheeled carriages, in the patentee’s premises in Drury Lane, I feel justified in recommending them as being constructed on the soundest mechanical principles; and have no doubt, that if reason be allowed to decide upon their merits, they will ere long be universally preferred by all who seek for easy-moving, safe, and comfortable vehicles.