IMPROVEMENTS IN CARRIAGES AND IN THE CONSTRUCTION OF WHEELS
Year: 1842

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME, I, JOHN HENRY
PAPE, of Grosvenor Street, Bond Street, in the County of Middlesex, Pianoforte
Maker, send greeting.
WHEREAS Her present most Excellent Majesty Queen Victoria, by Her
Letters Patent, under the Great Seal of Great Britain, bearing date at
Westminster, the Twenty-eighth day of April, in the fifth year of Her reign,
did, for Herself, Her heirs and successors, give and grant unto me, the said
John Henry Pape, Her especial licence, full power, sole privilege, and
authority, that I, the said John Henry Pape, my exors, admors, and assigns,
or such others as I, the said John Henry Pape, my exors, adiñors, or assigns,
should at any time agree with, and no others, from time to time and at all
times during the term f years therein expressed, should and lawfully might
make, use, exercise, and vend, within England, Wales, and the Town of
Berwick-upon-Tweed, my Invention of "IMPROVEMENTS IN CARRIAGES AND IN
THE CONSTRUCTION OF WHEELS;" in which said Letters Patent is contained a
proviso that I, the said John Henry Pape, shall cause a particularly description
of the nature of my said Invention, and in what manner the same is to be
performed, to be inrolled in Her said Majesty's High Court of Chancery
within six calendar months next and immediately after the date of the said in
part recited Letters Patent, as in and by the same, reference being thereunto
had, will more fully and large appear.

page_text: the manner in which the same is to be performed, are particularly described
and ascertained in and by the following statement thereof, reference being had
to the Drawings hereunto annexed, and to the figures and letters marked
thereon (that is to say):
-
The Invention is applicable as well to carriages used on common roads as to
those used on railroads.
DESCRIPTION OF THE DRAWINGS.
Figure 1, an axletree. A, an axis, which revolves within the tube B, fixed
to the carriage, which tube may be made single, double, or treble, one within
the other, according to the strength required. I prefer that the tube should
be of three thicknesses of metal, in order to get greater strength. The tube
contains the brasses C, which brasses are kept in their place by the box D,
which serves at the same time to prevent the escape of the grease (with which
the tube B is to be filled) by fitting on to the end of the same, and bearing
against the ends of the brasses C. This box D is fixed to the tube B by means
of screws, and is lined at the end with a piece of leather Y, for the purpose of
rendering it grease tight. The other half G of this box fits loosely on to the
nave F, thus serving to keep the wheel in its place, in case of the fracture of
the axis A. The screws L pass through into a groove in the nave, and the
hooks J, which pass from the spokes K behind the shoulder I together, keep
the wheel from carrying off the tube. These contrivances are principally
necessary when the axletree is used with the bearing Z inside the wheel, but
may be dispensed with when the bearing Z is outside the wheel, in which
latter case the box X answers the same purpose as the screws L and the
hooks J. Qare rings fixed in the tube B, for preventing the axis A from
breaking by strong concussion; R, a scoop fixed to the shoulder T, for the
purpose of bringing up some of the grease from the bottom of the tube at each
revolution, when the quantity has become diminished. The advantages of the
contrivances represented in this Figure are, that the fracture of the axis by
strong vibration or concussion is rendered scarcely possible, and should it even
occur, the tube will, by means of the contrivances described, answer the purpose
of an axletree, enabling the carriage to proceed without interruption. Another
advantage is, that the tube contains a supply of grease or oil for a long period.
Figure 2 represents a contrivance for stopping all sorts of carriages, by means
of springs or other pressure applied to the revolving part. The arrangement
shewn in this Figure is one supposed to be calculated for railroad carriages.

page_text: B, B, framework, with axletrees A revolving within a tube, as shewn in
Figure 1. D, screw, shewn on a larger scale in Figures 3 and 4, from which
proceeds a branch G, which communicates by the centre H, Figure 2, with
the spring I. This spring, by pressing against the branch G, turns the screw
D, which forces the brasses C, Figures 3 and 4, against the axis A, which is
thicker in that part. As soon as the moving power is applied to J, Figure 2,
it pulls the spring I, thus turning the screw D and releasing the axletree from
the friction of the brasses C, Figure 3; the other end K, Figure 2, is the
same, with the exception of the substitution of the spiral spring E, Figures
3 and 4, for the flat spring I, Figure 2. This spiral spring is fastened to the
tube B, Figure 3, and to the loose head F of the screw D, this head F 'being
turned by means of a lever, winds up the spring E to any degree of tension;
and the head F being then secured to the screw D by the screw P, the
elasticity of the spring E turns the screw D, causing it to press against the
brasses C, thus producing the same friction which at the other end of Figure 2
was produced by means of the spring I, and which friction may be applied to
any part of an axletree, nave, or wheel, according to circumstances. I consider
it unnecessary to represent any other mode of effecting my object, videlicet,
that of creating friction on any part of the axle or revolving surface of a
carriage the moment the moving power ceases, as, the principle remaining the
same, the application may be varied according to circumstances. When this
contrivance is applied to carriages for common roads, it will be necessary to
have the spring held back in such a manner as to be able to be released at
the will of the driver by means of a pedal the moment he may consider it
necessary.
Figure 5 represents part of an axletree for carriages to be used on com-
mon roads. B, the tube, such as is represented in B, Figure 1, into which
is fixed a solid piece of metal C, in which, as well as in the brasses E, the ends
of the axes A, A, revolve. The other ends are connected with the wheels by
means of the contrivances shewn at the right hand of the line A, Figure 1,
modified cording to circumstances. The arrangement shewn in this Figure
is the same in principle as that shewn in Figure 1, the only difference being
that the axis A is in two pieces instead of one.
Figure 6 shews a wheel, the spokes A of which are of tubing, into which
are inserted spiral springs; B are coiled springs, the terminations of which
being joined together form a rod, which fits exactly into the tube A, press-
ing on the spiral spring contained therein, and thns giving double elasticity
to the wheel. These tubes A may be used with either spiral or coiled springs.
The tubes A are fixed into the nave, and the insertion is strengthened

page_text: by external sockets. The ring F not only serves to strengthen the other
end of the tubes, but likewise prevents the rod from going out of them
beyond a certain distance. The ends of the coiled springs B are fixed to
the iron branches C, and are thus connected with the periphery of the
wheel, which is of thin iron, the edges of which are bent inwards, of a width
depending on the degree of strength required; J, a layer of felt or other
yielding substance; K, a tyre of iron, or other substance, as shewn in the next
Figure.
Figure 7, section of the periphery of the wheel, Figure 6. In this Figure
the same letters refer to the same parts as in Figure 6. E, the edges of the
periphery of the wheel bent inwards; J, a layer of felt or other yielding sub-
stance laid on to G the face of the wheel, for the purpose of deadening the
noise and vibration and of giving elasticity to K, which is a tyre, composed of
a plate or plates of iron, fastened by means of bolts passing through and
fixed on the inside of the periphery by means of the nuts H. The plates K
may be of any common kind of iron, as there is little strength required. They
are the only parts which suffer from wear and tear, and they may be very
easily replaced when worn out by unscrewing the nuts H. Instead of these
plates of iron I likewise use cast metal, such as zinc, lead, or any cheap alloy
possessing the requisite degree of hardness combined with toughness. This
has the advantage of making scarcely any noise, and at the same time will
wear nearly as well as iron on account of its properties, and when worn out
it is easy to replace, and the old metal will then be worth nearly as much as
when new.
Instead of this arrangement, I also use wood fastened on to the
periphery of the wheel, in the manner shewn in Figure 8, which is the section
of the periphery of a wheel similar to that shown at Figure 7, G being the
face of the wheel and E the bent edges; on G is laid the wood K, with the
grain longitudinally, and in one length, if possible. This wood is fixed to the
iron G by means of the bolts L, as in Figure 7, the bolts in this case having
a shoulder O, as shewn in the Drawing, the ends of the wood are to be cased
with metal to prevent them from splitting. The means I employ for bending
the wood is either steam or dry heat; or else I effect this object by driving
taper oval piers of hard wood, dipped into hot asphaltum, into circular holes
bored in the relative position shewn in Figure 8* into that surface of the wood
intended to form the outside of the wheel; the wedge force of these pins will
then cause the wood to bend round into a circle, and will also add considerably
to the durability of the surface. Figure 8b, framework and shafts of metal
tubing, which mode of construction possesses the advantage of combining
great strength with lightness and elegance of appearance, being particularly

page_text: adapted for tilburys and other light carriages. To this framework of tubes aro
adapted the spiral springs C, which may be used in a variety of ways, those
represented in the Figure being fastened underneath the carriages.
Figure 11, a spring, which may be adapted to any kind of carriage; and which
possesses the advantage of being equally soft whether the carriage be lightly or
heavily laden. A, semicircular spring, terminating in the coil B; to the centre
of which coil is fixed the link C, which connects it with the carriage by the
centre H. G, strap, fixed in such a way as only to bear part of the strain when the
carriage is so heavily laden ás to overcome the elasticity of the coil B; in this
case the strap G begins to bear first on the rod D, which presses on a spiral spring
contained in the tube No. 1. When the strain becomes so great as to overcome
the elasticity of this spiral spring, it then begins to act successively in the same
manner as those contained in tubes Nos. 2 and 3.
Figure 13, a spring, applicable to any kind of carriage. The vertical part
A is formed of several thicknesses of steel, according to the strength required;
the outside and inside ones of which thicknesses are continued so as to form
the coil B; to which the carriage is fastened in the same manner as in
Figure 11, and, as in that Figure, bears the first strain. G, strap, fastened
to the carriage at the point F, and carried over the spring to the point D,
where it is wound up by a jack as usual. This spring, as well as the one
represented in the next Figure, is merely one of the many modifications of
which the principles embodied in Figure 11 are susceptible.
Figure 14, a coiled spring, adapted to a common four-wheeled carriage. A,
a straight spring as usual, attached to the carriage at C and to the coil B
at the other end by the centre E. The coil B is a double one, being
composed of the two plates K, screwed to the top, and L to the bottom
of the wooden branch J. This arrangement will be found much softer than
the two straight springs commonly used, as the coil allows of motion in
any direction; it will, likewise, be found to possess the advantage of being
equally soft, whether the carriage be lightly or heavily laden. Figure 8bis,
plan of a carriage having from four to seven seats. The princpal advan-
tage of this new arrangement is, that the whole weight of the carriage rests
only on two large wheels, as is usual in cabriolets, and which diminishes very
much the labor to the horse. Another advantage is the carriage is very low,
and the door being placed at the side behind the wheels it is much more con-
venient to get in and out. Behind or underneath the carriage is placed &
small wheel, after the fashion of a castor, for the purpose of maintaining the
equilibrium, as in a four-wheeled carriage. By means of the axletree being
bent in the shape of a crank, the springs are placed under the body of the

page_text: carriage, and crossing each other, diagonally, by which means they gain greatly
in length, and are rendered very soft and flexible. A, body of the carriage;
B, the seats; N; the long diagonal springs, which, on account of their length
and position, may be either of steel, as those commonly used, or of wood.
Figure 9, section; A, section of the case; B, the seats; D, the wheels, fixed
on to the axes E, which revolve in the tubes F, similar to those shewn in
Figures 1 and 5, and furnished with the contrivance for containing the grease.
These tubes are fixed to the crank-shaped false axletree G. To the middle
of this false axletree, at the point N, are fixed the diagonally-crossed springs;
Q, are the coiled springs, represented in the side view, Figure 10. The great
advantage of the axletree herein described is, that the axes E, which are the
parts most exposed to the wear and tear, can be easily renewed when worn out
and without taking the carriage to pieces.
Figure 10 is a side view of the carriage. A, the body; H, the door; I,
the small wheel turning on the pivot J, like a castor, which pivot is inserted
into a loose socket L contained in the tube K, and pressing against the
spiral spring P, as shewn fully in Figure 10 bls, which is a representation
of the interior of the tube K. G, double coiled springs, fixed on to the
axletree and having the great advantage of rendering the same elastic in
every direction. This description of springs are extremely useful in number-
less cases, as they can be applied in almost any position, and their softness
being equal to that of a spring of their full length when unrolled, fractures
are rendered of much less frequent occurrence.
What I intend to claim in this Patent as my Invention is,-
Firstly, the arrangement represented and described in Figures 1 and 5, of an
axis revolving within a tube, in place of the axletree commonly used, which
contrivance renders the fracture of the axis by strong vibration or concussion
scarcely possible; and, should it even occur, the tube would by means of the
contrivances before described, answer the purpose of an axletree, enabling the
carriage to proceed on its journey without interruption. It possesses, likewise,
the advantage of containing the supply of grease for a long period.
Secondly, the contrivance shewn in Figures 2, 3, and 4, which being in con-
nection with the moving power applies friction to a revolving part of the carriage
the moment the moving power ceases.
Thirdly, the use of tubes for the shafts and framework of carriages, as shewn
in Figure 8°.
Fourthly, the use of spiral springs, as shewn in the Drawings.
Fifthly, the use of coiled springs, as shewn in the Drawings, for the purpose
of giving elasticity to carriages.
!

page_text: AND BE IT REMEMBERED, that on the Twenty-second day of October,
in the year of our Lord 1842, the aforesaid John Henry Pape, Esq., came
before our said Lady the Queen in Her Chancery and acknowledged the Speci-
fication aforesaid, and all and every thing therein contained and specified, in
form above written. And also the Specification aforesaid was stamped according
to the tenor of the Statute made for that purpose.
Inrolled the Twenty-eighth day of October in the year of our Lord One
thousand eight hundred and forty-two.