CERTAIN IMPROVEMENTS IN MANUFACTURING WHEELS, WHICH ARE APPLICABLE TO LOCOMOTIVE ENGINES, TENDERS, AND CARRIAGES, AND TO RUNNING WHEELS FOR OTHER USEFUL PURPOSES; ALSO IN THE APPARATUS FOR CONSTRUCTING THE SAME
Year: 1838

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME, I,
JEREMIAH GRIME, of Bury, in the County of Lancaster, Engraver,
send greeting.
WHEREAS Her present most Excellent Majesty Queen Victoria, by
Her Letters Patent under the Great Seal of Great Britain, bearing
date the Twenty-first day of February, One thousand eight hundred
and thirty-eight, in the first year of Her reign, did, for Herself, Her
heirs and successors, give and grant unto me, the said Jeremiah Grime,
Her especial licence, full power, sole privilege and authority, that I,
the said Jeremiah Grime, my executors, administrators, and assigns,
and such others as I, the said Jeremiah Grime, my executors, admi-
nistrators, and assigns, should agree with, and no others, from time to
time and at all times during the term of years therein expressed,
should and lawfully might make, use, exercise, and vend, within
England and Wales, and the Town of Berwick upon Tweed, my
Invention of "CERTAIN IMPROVEMENTS IN MANUFACTURING WHEELS,
WHICH ARE APPLICABLE TO LOCOMOTIVE ENGINES, TENDERS, AND CARRIAGES,
AND TO RUNNING WHEELS FOR OTHER USEFUL PURPOSES; ALSO IN THE
APPARATUS FOR CONSTRUCTING THE SAME;" in which, Letters Patent is

page_text: contained a proviso, that I, the said Jeremiah Grime, shall cause a
particular description of the nature of my said Invention, and in what
manner the same is to be performed, to be inrolled in Her Majesty's
High Court of Chancery within six calendar months next and imme-
diately after the date of the said in part recited Letter Patent, as in
and by the same, reference being thereunto had, will more fully and
at large appear.
NOW KNOW YE, that in compliance with the said proviso, I, the
said Jeremiah Grime, do hereby declare that the nature of of my said
Intention, and the manner in which the same is to be performed, is
particularly described and ascertained in and by the Drawings hereto
annexed, and the following explanation thereof, that is to say:-
My improvements in manufacturing wheels, which are applicable to
locomotive engines, their tenders and carriages, and which are prin-
cipally designed to run upon railways, consist, firstly, in the particular
arrangement and disposition of such parts as are necessary to form the
wheel, which is to be entirely constructed of wrought iron; and after-
wards, by means of suitable machinery or apparatus, the whole is to
be compressed and welded into a solid wheel, and during such latter
process the felloe, with its flanch, and the spokes and nave or boss, will
all be so perfectly united by the working or welding of the metal. that
no joint, imperfection, or weakness will be perceptible; but as the wheel
will be thus rendered into one mass of wrought iron, and the flanch
formed upon the same piece or bar as the felloe, the necessity of a
separate tyre iron is dispensed with, and consequently the outer rim or
periphery of the wheel is more durable, as it is impossible that the
flanch or tyre iron can work off or become loose, it being all welded
into one mass.
.
In order that these improvements may be clearly understood I have
attached to these Presents two Sheets of Drawings, in which the
several Figures in Sheet 1 represent views of my improved wheels in a
complete state, with some explanatory Figures in detail, and also other
Figures, which are modifications in the construction or putting together
of the various parts of which such wheels are formed; and the appa-
ratus for performing the various operations are exhibited in Sheet 2.

page_text: In Sheet 1, Figure 1 is a side view of a plate or dise of iron about a
quarter of an inch in thickness. It will be seen that a piece has been
pressed or punched out of this plate, as at a, which forms the spaces
between the spokes or arms of the intended wheel, and when this plate
has been equally divided, and similar pieces having been punched out
all round, it will be obvious that the parts which are left will form the
spokes or arms of the wheel, and will appear as in Figure 2, which is
an entire or face view of the wheel complete; but in order to obtain a
proper strength and thickness for a locomotive engine or carriage wheel
I place as many of these perforated plates of metal side by side as will
be required to constitute the necessary thickness of the wheel, taking
care to have the two or three outer plates a little thicker than the rest,
and of as much larger diameter as will be requisite to allow for the
after formation of the flanch upon its periphery. A few more circular
pieces are also to be punched out of ordinary plate iron and placed in
the proper situations to form the projecting boss upon each side of the
wheel. It will also be seen. that there are small circular holes b, b,
punched or pierced at the extremity of each spoke or arm. When the
plates are all put together a small piece of metal tubing is passed into
all these holes, which serves to lock or keep the pile of plates in one
position while they are undergoing an after process, and at the same
time the hole which is left by the tube will serve in a small degree to
lighten the wheel. Figure 3 is an edge view of the two outer plates;
and Figure 4 is an edge view of the whole system of plates, as
put together. The wheel in this position is now to be placed in
a reverberatory or other furnace, (which will be more particularly
described with reference to Sheet 2 hereafter,) and the whole of
the plates heated to a welding heat, and by the working of an appa-
ratus in connection with the furnace (also to be hereafter described),
they will be perfectly welded into one solid wheel of wrought iron, with
the spokes or arms, nave, felloe, and flanch, all welded into one entire
mass. Upon coming from the furnace and the welding apparatus, it will
be evident that the complete wheel will appear upon its face as repre-
sented in Figure 2, and upon its edge, as in Figure 4. It has now
only to be taken to the lathe to have the outer scale removed from the

page_text: metal, and the cone and flanch properly turned upon its periphery.
Figure 5 represents an edge view of the whole as finished after turning;
and Figure 6, a section taken through the wheel at the dotted line
A, B, in Figure 2. I wish it here to be particularly observed that in the
piling or arranging the system of plates for this description of wheel, I
place them so that the grain or "end of the iron" shall always cross
and diverge from the centre of the wheel, and thus present a much
more durable surface to the work, and assisting materially to strengthen
the whole wheel. This will be readily understood by persons conversant
with the subject, and is to be accomplished by always marking or
noticing the first hole or space punched out in each plate; and thus,
supposing there are twelve plates and twelve arms in the wheel, I put
the second space on the second plate immediately over the first space
in the first plate, and the third space in the third plate also over the
first space in the first plate, and so on successively. I wish it also to
be understood that if it should be found to be more desirable to save
the process of welding in the above description of wheel, the spaces
may be at once punched or pressed out of one solid plate or "cake" of
metal of the thickness required when finished; but this I do not
recommend, as it would require so great a power, and the mass of
metal would be so unwieldy to handle, in fact it would be altogether a
much more expensive wheel if made from one thick plate, and not so
well to be depended upon as one made from thin plates, which are
easily punched and welded; or the entire pile of plates (or any of them)
may be so arranged that the whole system shall be operated upon at
once. It may also be necessary here to remark that, instead of the
plate being turned round in divisions, and punching one space out at a
time, the dies may be so constructed as to punch the whole of the
spaces out of the plates or plate at one operation of the punching
apparatus, and this plan would also evidently require more power; but
in wheels of small diameter it might be done with advantage.
Although I have above described, with reference to Figures 1, 2, 3,
and 4, this process as applicable to wheels to be used for locomotive
purposes upon railways, yet the same construction of wheels will
evidently be applicable to running wheels for all descriptions of carriages,

page_text: and indeed for whatever purpose such wheels may be used; and also
wheels for machinery in general, having either spur or bevilled teeth, may
be advantageously made in a similar manner, of wrought iron, where
extra durability and strength is required. Another class of wheels, also
wholly constructed of wrough iron, are exhibited in the following
Figures, in which the various parts consist of bars of wrought iron,
and are so arranged that the grain of the iron shall be also placed
in radial lines diverging from the centre of the wheel, so that what
is termed "the end of the iron" shall present itself to the rail or
road upon which the wheel runs. This description of wheel is to be
constructed in the following manner:-Bars of malleable iron are to
be rolled either with plain flat surfaces, or with bevilled, dove-tailed,
circular, or other indentations, as represented in sectional Figures 7
and 8; and these bars are to be divided and cut into short sections or
lengths of the same size as the intended thickness or depth of the rim
and flanch of the wheel, as.in Figures 9 and 10. The required number
of arms or spokes must also be prepared as represented in the face
view Figure 11, and the edge view Figure 12, which may be done by
dies or swages in the common process of forgoing, as represented in
Figure 13. The forged arms thus prepared must be now all put
together, and the have thus completely formed, and the small pieces or
segments are all to be placed or dovetailed together in the requisito
order to form the outer rim or felloe of the wheel, as shewn in the face
view Figure 14, and in the edge view Figure 15; it will be seen that
these two Figures shew the exact state of the wheel prior to the welding
together of all the parts; it is then to be put in the furnace and heated,
and all welded into one mass as before described with reference to the
former wheel. After removing this wheel from the welding apparatus, it
will also (when intended to be used upon railways) require to have the
cone and flanch turned out of the solid metal of the felloe, as in the
wheel first described; or an ordinary flanch or tyre iron may be welded on
to the felloe to save turning the metal from the solid. Figure 16 repre-
sents a face view of this wheel when complete; and Figure 17, a section
taken through the middle of the same. This construction of wheel
may also be slightly varied, as represented in the face view Figure 18,

page_text: and section Fig. 19, where it will be seen that the arrangement and
construction of the arms and nave are the same, but the felloe and
flanch are made of a rolled bar, similar to common tyre iron, and
having the arms or spokes welded on to it by being likewise submitted
to the before-mentioned apparatus. In order to assist the process of
welding, the arms are formed with a lip or projection, as shewn at a, a,
and there is a corresponding recess rolled into the bar iron forming the
felloe, so that the end of the arm may spread in the process of welding,
and more firmly unite to the felloe than by merely "jumping up" the
end of the arms.
Another description of wheel may also be constructed by having a
rolled bar to form the felloe, as represented in section at Figure 20,
and in face or side view at Figure 21, where the bar is shewn bent
round, having its two ends welded to form the felloe. Circular pieces of
plate iron, as at a, a, Figure 22, are then to be punched out and filled
up to make the requisite thickness for the nave and longitudinal pieces
of the shape of the arm, as at b, b; Figure 22 must also be punched
out of plate iron, and piled in the same manner to constitute the
necessary strength of the arm; or the arms may be forged out of bar
iron at once, and the whole of the pieces welded together in the
furnace, as heretofore described, which will thus form a complete
wheel, the appearance of which, when turned and finished, is shewn
at Figure 23, and in section at Figure 24. This wheel may be made
of a lighter description, if required, by making the two other plates
on each side of the wheel serve for the arms, and dispensing with all
the inner plates, as shewn in the sectional Figure 25.
Another description of wheel formed out of these punched iron plates,
and slightly modified from any yet described, is represented at Figure
26, where the outer plates have the spaces between the arms punched
out exactly in a similar manner as above described in reference to
Figure 1, and the felloe is formed by segments of thin plate iron being
punched out into the form shewn at Figure 27, with holes a, a, punched
in them; and circular pieces of thin plate iron are also to be punched
out to form the nave, as at Figure 28. In putting together or con-
structing this wheel I recommend that the two outer punched plates

page_text: should be placed so that the arms shall exactly intersect the spaces in
each plate, and supported or strengthened by diagonal rods or bars c, c,
to keep them apart. The segmental pieces of plate to form the felloe,
and the circular pieces of plate to form the nave, must now all be piled
between the two outer punched plates 6, 6, and small iron pins or studs
are to be put into the holes a, a, to keep the plates in their places, and
the whole is now to be removed to the furnace and welding apparatus
to be heated and welded into one mass. Fig. 29 represents this wheel
in section.
Another feature of my improvements in manufacturing wheels is
illustrated in Figures 30 and 31. In these Figures it will be seen
that the felloe of the wheel is made of solid bar iron, having the
flanch formed upon its periphery, and being connected with the nave by
a pair or more of heliacally coiled springs a, a, one end of each being
welded fast to the felloe, and the other end to the nave. It is presumed
that a wheel constructed in such a manner, having springs of this
peculiar form substituted in the place of the spokes or arms, will be
better able to lessen the shock upon the carriage as it passes over any
irregularities of the road than when the springs bear upon the axles of
the wheel, and the moving body is capable of being more steadily and
firmly attached by having the springs placed within the wheels, instead
of upon them; this is more especially applicable to locomotive engine
and carriage wheels, as any imperfection of the joints between the rails
would thus be more immediately relieved, and little or no concussion
felt in the carriages; and as such springs are capable of horisontal
action, as well as vertical, the motion of the train in running would be
hardly perceptible.
The second feature of my improvements in manufacturing wheels
consists in the application of such machinery or apparatus to that pur-
pose as is represented in Sheet 2 of the Drawings, in which Figure 1
is a side elevation, and Figure 2 a horizontal or plan view of the
punching machine or press for punching the holes out of the plates of
metal to form the spaces between the spokes or arms of the wheel.
This punching machine consists of a framing or bed of cast iron a, a,
having a lever of the first order b, b, mounted in suitable bearings at its

page_text: fulcrum c; the cutting tool d is suspended at the shorter end of this lever
by the links d*, d*; the same end of this lever is provided with one half
of a pair of cutting blades or shears e, the other half or blade being fixed
upon the frame of the press. The power being communicated through
the driving pinion f, will act upon the spur wheel g, and cause the crank
pin h, which is placed in one of its arms, to revolve; thus vibrating the
connecting rod i, and raising the longer arm of the lever, will cause the
cutting tool d to descend into the under or female die k, and necessarily
punch or press a piece out of the plate under operation, as shewn at l.
It will be perceived that as the shorter end of the lever ascends, the
shears will come into action, and pare or cut the edges of the plate, as
shewn at m. In order that the spaces to be punched out of the plates
may be accurate in their position, I first divide the plate upon the circle
in which the small holes are made at the extremity of each arm, and
by aid of the pair of dies n, n, adjusted to the lever, and acted upon by
the projection o upon the under side of the lever b, these small holes
are punched out. In taking the plate to that end of the punching
machine where the cutting tool d, and die k, are situated, the two
small pins or studs p, p, are to be put into two of the small holes in the
plate, which will act as a holdfast or guide, thus securing the plate in
its position, and preventing any lateral shifting of the plate during the
descent of the cutting tool d. It will be evident that this punching
machine only varies from those in ordinary use for punching boiler
plates in its peculiar application, and that any fly or stamping
press may be similarly adapted to the purpose, and also that the
cutting tools may be varied to suit any form of space that may be
required. Figures 3, 4, and 5, are representations of the cutters d
and k, detached.
The apparatus for heating and welding the wheels is represented
in Sheet 2, in which Figure 6 is a section, taken transversely through
the middle of the apparatus, and Fig. 7 is a front elevation of the
same. a, a, a, a, is the furnace, having fire doors b, b, before and
behind, the one in front being raised to shew the interior. This
furnace is provided with a chimney and damper c, similarly to a com-
mon reverberating furnace, for the purpose of confining or regulating

page_text: the heat; it is also provided with a circular stage or platform d, d, com-
posed of iron and fire bricks, and mounted on the central shaft e. Upon
this stage the wheels are to be laid (or rather the parts above described
of which the wheels are to be composed), and made to revolve slowly
by means of the bevil wheels f, f, and driving shaft g, for the purpose
of exposing every part equally to the action of the heat. After it has
been ascertained that the wheel in the furnace has become of a welding
heat, it may be rammed or "puddled" by means of a vertical rammer
or any suitable tool being introduced through the conical hole or
aperture h above, for the purpose of performing a partial welding or
closing of the various parts. Another suitable tool may be introduced
through horizontal apertures in the sides of the furnace, which, by
opening and closing. suddenly, similar in action to ordinary forceps or
pincers, may thus be brought to act upon the felloe of the wheel, and at
opposite points, so that the arms of the wheel may be more readily welded
to the felloe as the wheel revolves upon the stage d, d. When the wheel
has thus been partially welded, and is at a sufficient degree of heat to be
completed, it is to be slidden down the guides or rails i, i, into the mould
or bed k, as seen in Figure 7; the top weight or "tup" is then to be
allowed suddenly to drop upon the heated mass by releasing the end of
the cord or chain m, and thus to be continually raised and suddenly
lowered until a sufficient closing of the parts has been effected, and the
welding process found to be completed. It will be seen that the weight
or "tup" is slung or suspended from the cord m by links n, n, and
is guided in its perpendicular course by slides or friction rollers o, o,
running up and down the pillars or framings p, p. The rack q, and
pinions 1, 2, are for the purpose of raising the centre pin s into the
nave of the wheel, in order to secure its correct position in the bed k.
It will be obvious that should it be found more desirable to complete
the welding operation prior to exposing the metal to the atmosphere,
it may be as readily accomplished by introducing the "tup" or weight
within the walls of the furnace, and raising or lowering it through an
aperture in the top. In the event of the flanch and outer periphery of
the wheel wearing off or becoming imperfect by constant use, it will be
perceived by the apparatus above provided. A common flanch and tire

page_text: iron may be very readily welded upon any old wheel, and thus be firmly
united into one mass, instead of being merely heated and shrunk or
rivetted on, as usual.
Having now described every particular of my improvements, I con-
sider it unnecessary to recapitulate each peculiar feature of novelty
which I claim as my Invention; but, firstly, I desire it to be under-
stood that I claim the constructing, placing, and putting together of
such particular parts as I have above referred to, in order to constitute
a wheel, and the perfecting or welding of them into one entire form,
as represented in the various Figures in Sheet 1; and secondly, the
apparatus or machinery for effecting the same, as drawn and described
with reference to Sheet 2, or any other means similarly constructed
having the same object in view, and in whatever manner the
welding is applied.
power of
In witness whereof, I, the said Jeremiah Grime, have hereunto ]
set my hand and seal, this Twentieth day of August, in the
year of our Lord One thousand eight hundred and thirty-
JEREMIAH (L.S.) GRIME.
AND BE IT REMEMBERED, that on the Twentieth day of August,
in the second year of the reign of Her Majesty Queen Victoria, the
said Jeremiah Grime came before our said Lady the Queen in Her
Chancery, and acknowledged the instrument aforesaid, and all and
every thing therein contained and specified, in form above written.
And also the instrument aforesaid was stamped according to the tenor
of the Statute made in the fifty-fifth year of the reign of His late
Majesty King George the Third.
Inrolled the Twenty-first day of August, One thousand eight