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 recesses 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.
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 compass, 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.
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 recess 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 impossible for them to be loosened by the vibrations as the wheel passes 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. Reedhead’s patent improvements in the construction of carriages, are represented in the following figures. They were specified in July, 1833.