CERTAIN IMPROVEMENTS IN THE CONSTRUCTION OF VARIOUS PARTS OF WHEELED CARRIAGES, ONE OF WHICH IMPROVEMENTS IS APPLICABLE TO OTHER MACHINERY WHERE A ROTARY MOTION IS NECESSARY
Year: 1812

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME, I, THOMAS
BRAMAH, of Pimlico, in the County of Middlesex, Engineer, send greeting.
WHEREAS His most Excellent Majesty King George the Third did, by
His Letters Patent under the Great Seal of the United Kingdom of Great
Britain and Ireland, bearing date the Twenty-sixth day of December, in the
fifty-third year of His reign, give and grant unto me, the said Joseph Bramah,
my exors, adiiors, and assigns, His especial licence, full power, sole privilege
and authority, that I, the said Joseph Bramah, my exors, adññors, and assigns,
should and lawfully might, during the term, of years therein mentioned, make,
use, exercise, and vend, within England, Wales, and the Town of Berwick-
upon-Tweed, my Invention of "CERTAIN IMPROVEMENTS IN THE CONSTRUCTION OF
VARIOUS PARTS OF WHEELED CARRIAGES, ONE OF WHICH IMPROVEMENTS IS APPLICABLE
TO OTHER MACHINERY WHERE A ROTARY MOTION IS NECESSARY;" in, which said
Letters Patent there is contained a proviso that if I, the said Joseph Bramab,
shall not particularly describe and ascertain the nature of my said Invention,
and in what manner the same is to be performed, by an instruinent in writing
under my hand and seal, and cause the same to be inrolled in His Majesty's
High Court of Chancery within two calendar months next and immediately
after the date of the said Letters Patent, that then the said Letters Patent,
and all liberties and advantages whatsoever thereby granted, shall utterly
cease, determine, and beconie void, as in and by the same (relation being
thereunto had) may more:fully and at large appear.

page_text: NOW KNOW YE, that in compliance with the said proviso, I, the said
Joseph Bramah, do hereby declare that the nature of my said Invention, and
the manner in which the same is to be performed, are particularly described
and ascertained in and by the Drawings and references hereunto annexed,
and the following description thereof, that is to say:-
First, instead of the two wheels of any carriage turning on a passive axle-
tree in the usual way, I cause each wheel to have its own axle, and which
axle is so fastened into the nave or stock of the wheel as to cause it always to
turn with the wheel in a manner exactly similar to the mandril of a common
turning lathe, supposing the chuck when screwed on to represent the wheel.
This axle I do construct in the like shape and to have all the properties of
the common mandril above mentioned as to hardness, &c., and to run upon
double bearings, and be adjustable by a back centre screw in the same manner
as the mandril, the wheel being fixed on the projecting arm like the chuck
upon the screws, but with the following difference, i. e., instead of the axle
running on two detached and exposed bearings at each extremity like the
mandril, I mean that the collar or front bearing shall be united with the back
one by an oil-tight cylinder, of larger inside dimensions than the diameter of
the shank, so as to leave an interstice or cavity for oil between the collar and
the back centre the whole of its length, and into which cavity oil can be
replenished at pleasure from an outside feeder, without disturbing or taking off
the wheel.
Secondly, in some instances I adopt a single axletree on this principle (to
run in oil), and to have both the wheels fastened on to each projecting arm, as
in the foregoing instance, experiment shewing that in two-wheeled carriages
sundry important advantages will arise from this method of compelling both
the wheels to revolve together, viz. -Suppose a road where the ruts inter-
changeably cause one wheel to ascend while the other is descending (which is
very often the case when two-wheeled carriages travel with hay and other top
loads, in particular), the shaft horse is not only of necessity alternately tossed
by the swing of the shafts first to one side and then the other, to his great
detriment, but by this alternate twisting of the wheels in the ruts considerable
addition is made to the draught; while, on the contrary, if the wheels could
only turn in unison, as above described, the accelerated motion of one wheel
would uniformly help the retarded motion of the other, and the horse at the
same time be unannoyed by the lateral tossings above alluded to, while the
carriage would follow, of course, without those objections above stated.
In applying wheels on this last-mentioned principle I remove the difficulty
experienced in making short turnings (which must of necessity occur), by

page_text: having each wheel capable of moving stiffly on their separate arms of the axle-
tree when the stress of a sudden turn is felt.
Thirdly, in addition to the improvements comprehended in my original
Patent for constructing wheels (and which wheels I mean uniformly to adopt),
I purpose in some instances to introduce the following improvements:-In the
construction of the rim, namely, instead of using and applying the fellies of wheels
and putting on the tire in the usual way, I cause the latter to consist of two
flat rings of iron, of any width and thickness I may think necessary, so as to forin
both the sides of the rim instead of its edge, as in the common way. These
rings form the apparent rim of the wheel, so that on both the sides thereof
nothing will appear but iron save a small portion of wood on the inner circle
of the rim and between the rings. These two rings form the first appearance
of the wheel's rim by shouldering the spokes on each side for their reception
one on the one side of the point of the spokes, and the other on the contrary.
I then drill through both rings and the head of every spoke a hole for the
reception of a rivet, which being put into each spoke completes the wheel,
leaving the spaces between the rings and the point of each spoke unfilled up.
I then take pieces of wood of a proper kind, prepared like fellies to the circle
of the wheel, and of a proper thickness, to fill in between the rings, and of a
length and radial shape at each end to fit the heads of all the spokes. These
I drive between the rings like so many wedges, so that the points of all the
spokes are completely embraced by the meeting end of each fellie, and thereby
firmly secured in their places. When all the rim is made good in this way, I
then drill other holes through both rings and wood as before for other rivets
between the spokes, which, when put in, finishes the wheel. In some instances
I introduce the filling-in pieces or fellies, with the grain of the wood pointing
towards the center of the wheel, and the end of the wood will then form the
sole of the wheel, and by being left to project before the outer edges of the
rings, these wheels will run over the stones perfectly mute when so prepared,
or they can be shod with leather for this purpose when required, by nailing
strong leather over the wood.
Fourthly, this principle,-of causing axles, &c. to run in oil, as above described,
all the length between their respective bearings,-I use in the construction of
all kinds of machinery whatsoever where rotary motion is required, such as
shafts of every description, mandrils for turning lathes, circular saws, guide:
wheels, tightening of other pullies, and every other description of rotary
movement or axis where the said principle will apply; and on this general
application of the said principle I rest considerable claim to exclusive
exercise.

page_text: I
. The fifth and last improvement consists of pneumatic springs as a substitute
for those now made of steel, and which I use in carriages, and for other
purposes where I find them applicable, with a good effect, in the construction
of any apparatus where springs are used. They consist of condensed air, and
compose them of any required strength or length of motion for any purpose
to which they may be applied, and which springs are so constructed that they
can at any time be increased or decreased in their strength, and in the ratio of
their elasticity, in as much as to gain great resistance by a very little motion;
or, on the contrary, to have a considerable motion with but a trifling difference
in their propelling action, whether such action be equal to ounces, pounds, or
The method of constructing these springs, with respect to shape and
size, are as various as the uses to which, they may be applied, without any
deviation from the principle; but the most obvious method (and which I
shall in most instances adopt) is, the simple cylinder and piston connected with
an air vessel, accompanied by such variations in size and form as the different
put them to may require. And I must not here omit to remark, on
this part of my Invention, that I do not rest my claim to novelty on any precise
apparatus I may find it necessary to adopt in producing springs by air, but
upon the principle of employing air to useful purposes instead of steel or other
metal.
In witness whereof, I, the said Joseph Bramah, have hereunto set
my hand and seal, this Twenty-fifth day of January, in the year of
our Lord One thousand eight hundred and thirteen.

page_text: A.c ng 7.
rerfection by
same.
;
wheel is fixed projecting before the oil box or cylinder in which the said axle is immersed as descued in the specification and the shank of which passes through the sain vox as ur.1) ure
uns in the oil contuuned in the box or cavity. F. E. the front end of which box forms the collar for the uale as at F where the said axle being taper and made with a shoulder is ground' in
manner so us to render it durable and not liable to loose the truth and
xactly similar to the collar and mandrill of a turning lathe and also hardened and fitted in
wear the back end of the oil box or cylinder FE is closed by a screwed, not mad of hard metal and in which nut the back extremity of the cule C. has its bearing as
epresented at G. and which nut is made oil tight by a leather being put between its shoulder and the end of the oil bux B. B. H. is the regulating or adjusting screw which passes
I already mentioned by this screw the uale can at anytimep
oil tight through the nut G. with its point into the centre of the shank of the axle like the back centre of est mandrill us
be adjusted from without so as to keep the front bearing at I bee from shake.. I is ans ! l hube passing this the bed of the acleted and communicating with the oil cell by
-tight junction by which oil can at any time be replenished and which tube be my "effectually closed at its mouth by a cork or other air tight stopper will prevent the
influx of the air and consequently the escape of the oil out of the box E. E. Krep esents the axle box Ye complete and fixed to the wooden bed by the two Clips
an air-
LI
Fig : 2 . Is the section of the single or continued revolving aclcher described in the second section of the specification where both the wheels turn in unison except when
–
Fig. 1 with this difference
as therein described all the parts of this figure are just the same and mark'd with the same letters as
the Carriage is in the act of turning
Cylinder is whole instead of being in two and instead of the adjusting or regulating verew II as in Fig 1. the shake must be prevented/
only that the axle and oil box or
tree
by screwing in the nut G. which nut here forms instead of the back end of the oil box or cylinder, the collar or front bearing of the axle tue at this end and also with this
the axle-free they are to be regulated so as to be capable of moving with a consider-
differened from Fig. 1. that instead of having the wheels fixed quite fast on each end of the axle tree they
able degree of stiffness by the two external nuts M.M. in order that one wheel may turn with a different speed to that of the other when the carriage makes a han. NN.
former patent wheels on the upright principle ith the improved method of tireing them as described in the third section of this speci-
represents the edge section of two of my former patent wheels on
as at 0.0. instead of fixing it on the face in the usual way.
fication, namely by putting double tire on the sides of the felloes
Fig. 3. represents the front view of a wheel with the improved prim and the ring cut and part of the felloes left out in order to show how the wheel is made agreeable
to the description given in the third section of the specification A shows the front, rin. f iron cut at the points B.B. to show the felloes and points of the spokes jointed;
already described in the same section D shews a part of the ring
together as described in the third section C.C.C. the felloes when driven in between the huis of the spokes,
the back side with one. point of the spoke E. naked as it appears before the felloes are drin F. FF shew the rivets which complete the wheel
Ses from B. B. the oil boss as in ·fig I with all the rest of the parks marked with the same
Hig
A the section of a collar, and mandail for a hunning lather eircular to. To the
letters as Fig 1 and supposing the screw for the chuck at C. the arm where the wheel of a trage is fixed and instead of the back nut and regulating screw as in Fig 1. the pulley of the
lathe band D. exactly representing the wheel and the screw'd collar C us in drawing fig 1. 'n' the shake of mandril in this drawing is regulated by the screwed collar & the vame as )
described in fig 2. attention to this drawing must evince the application of the principle to ev... pecies of rotary movement where the shaft spindlle de runs horizontally and the drawing Fig 5.
is only introduced by way of a farther; the unnecessary elucidation and consequently needs no refres e farther than to say that A. A. represents the timbers to which plummer blocks on this plan
• be fixed and the way of of coveying oil down to the oil box as at B. B
May
any
as
on the
may
Fig 6 is the section of a simple method of constructing pruemactic springs and is merely intend to demonstrate the principle and one method of constructing them but which construction
be endlessly varied as stated in the fifth section of the specification A. A. the vessel where the wa-oil or other acting fluid is contained (and perhaps oil may be prefernble in most instances / and
the surface of which appears at B. B. or at other height in the vessel to which it may be four necessary to fill it, & is the Cylinder where the piston I is to act just like that of a common (
forcing pump E. the piston rod which passing through the screwed cap FF is graded and at upright by it and in which cap there is a cup for oil at F. on the piston rod C must be rested
in all cases the weight which the spring is to sustain and the device or frame for the receptioned action of the weight will of necessity vary according to each specific application of the principle
and therefore must remain of secondary consideration without affecting the principle II is a fall nozzle with an inside stop back valve and on to which nozzle a small injecting pump is
to be screwed and by which pump either air or the lower fluid can at any time be replenished; increased either for additional strength to the spring or on account of any
cavity of the vessel where the air is compressed to any required density by the pump at II as abovi levcribed and thus equipped it must be obvious that when the load at E is made heavier the
ascent of the preface of the fluid B.B. will add to the spring of the air I.I and also vice versa then, the load at E is reduced as the surface B.B. will in that case be lowered by the fluid's
any other bearing on which a spring of this nature may
following the piston D of the Cylinder C by the airs spring K.K. represents the bed of an as "e of any o
es
be fixed.
other cause. II. is the