Improvements in the Construction of Transport and other Wheeled Vehicles.
Year: 1893

page_text: Date of Application, 18th Oct., 1893
Complete Specification Left, 18th July, 1894-Accepted, 18th Oct., 1894
PROVISIONAL SPECIFICATION.
Improvements in the Construction of Transport and other Wheeled
Vehicles.
1, WILLIAM GEORGE CAUSER of Booth Street, Handsworth, near the City
of Birmingham, Engineer, do hereby declare the nature of this invention to be as
follows:-
:―
This invention relates to improvements in the construction of or to detail
improvements in the construction of wheeled vehicles, primarily for transport
purposes.
Wheeled vehicles constructed according to my invention are made in convenient
and interchangeable sections so that the component parts employed in forming a
complete vehicle may be readily put together or taken apart.
The various sections of any one vebicle are also interchangeable with similar
portions of any other vehicle of the same type and dimensions, and when the vehicle
is taken apart for storage or transport the various sections stow away compactly
and when put together for service, they are connected so as to minimise the
possibility of any component part working loose or becoming lost whilst the vehicle
is in use.
In constructing vehicles according to my invention I prefer to make them entirely
or almost entirely of metal combining lightness with strength adapted to the various
strains and duties each position has to sustain, with special devices for expeditiously
and securely fitting together the component sections which go to make up a complete
vehicle.
The novelty of the invention consists primarily in the arrangement of the
sectional parts and the various devices adopted for expeditiously and securely con-
necting them together to form a complete vehicle or for quickly dismantling same
and reducing it into convenient and compact parts, for storage or transport.
The body of the vehicle I prefer to make of wrought iron or steel of suitable
sectioned metal preferably riveted together and braced and with provision made for
draught, by animal power or otherwise, and provided with brake gear and drag
(either or both as may be desirable).
The floor of the vehicle is of a frame construction and may be made either of
open lattice strip metal, or sheet metal, plain, corrugated or channelled, or a
combination of these metals.
When convenient 1 turn the metals over so as to clip the framing and relieve
strain on the rivets.
On each side of the underside of the body of the frame a hinged clip is provided
to grip the axle, and prevent the same from rotating. The axle and clip are made
a mechanical fit and so interlock each other that when the closing sectional parts
of the clips are closed upon the axle the said axle is securely fixed in place under
the vehicle body.
The axle arms and boxes are constructed with dust proof shields and have
provision made for taking up wear and means for insuring regular lubrication.
The wheels are made entirely of metal and have an inner rin perforated with a
convenient number of holes to receive the outer ends of the spokes, the diameters
at the extreme periphery being larger than those at the inside periphery with an
intermediate spheroidal surface which forms the bearing surface for the crown of
the head of each spoke, thus allowing of a slight lateral movement being given to
each spoke and at same time preserving a true mechanical fit at the surface of
contact between the rim and the spokes.

page_text: The spokes are by preference of round section, tubular or solid, and with suitable
heads at the outer ends of them to fit the sockets within the rim as before described,
whilst the inner ends are screwed to fit into the hub.
In the case of tubular spokes, they may be secured by plugs driven into the
outer ends, the holes in the rim being made to suit.
The hub is of metal and consists of two outer rings or collars with a
cylindrical connection, and may be constructed in one or more pieces connected
together by rivets or screws or other suitable methods.
An annular recess for the reception of lubricating material is formed in the
eye of the hub, and a communication is made from the interior to the exterior
for supplying the lubricant.
The axle boxes are by preference conical inside, to fit on to corresponding cones
formed on the axle. A leather washer is fitted within an annular recess formed at
the inner end of the box and being kept in constant connection with the collar or
the inner end of the axle arm, not only keeps out all dust but prevents the escape
of the lubricant. A similar leather washer fitting against the outer end of the
axle box and kept in place by the nut, which is screwed on to the outer end of the
axle arm, serves a like purpose as the one first described.
It is evident that the nut will also provide for adjustment against wear by forcing
the conical box onto the conical axle. The axle box is cylindrical externally, and
with collar and key at the inner end and screw connection at the outer end.
An annular nut secures the axle box to the hub. This nut is made to cover a
projecting collar on the axle nut, and so prevent the possibility of the disconnection
and loss of the latter whilst in use, and as a further precaution, the nuts are made
with right and left hand threads.
The drag is of the usual construction.
The vehicle may be made with or without springs, in which former case the axle
clips are connected direct to the springs, the springs being connected to the cart in
usual manner.
The brake consists of two levers arranged toggle-wise having the usual brake
shoes hinged to their outer ends, the inner ends being shaped spheroidal or otherwise
to fit into pockets provided for their reception and by preference forming a position
of the brake nut.
At a point between the ends of each lever and convenient for attachment to the
side frames of the vehicle is the hole for the fulcrum pin. The brake fulcrum
pins prefer to pass through the top and bottom flanges of the body framing, a
deep boss being preferably formed at this point on each side of the brake lever to
fill up the space between the flanges, and the hole for the fulcrum pin is drilled
through this boss. The web of the body framing is perforated immediately behind
the vertical axes of these holes, so that the inner ends of the levers may be passed
through to make their connection with the pockets in the before mentioned nut.
This nut is by preference carried on a screw attached to the back part of the body
framing and traversing in a direction parallel to the horizontal and longitudinal axis
of the vehicle. The screw is provided with a suitable thrust collar and is worked
by winch handle, hand wheel or other convenient means situated at the tail end of
the vehicle. By this arrangement, the brake shoes are brought into or removed
out of contact with the wheels by turning the screw to right or left hand or
vice versa as the case may be.
Instead of employing a screw and nut a lever might be employed in connection
with the pockets receiving the brake lever ends, but I prefer the arrangement
specified on the ground of simplicity, it being only necessary to insert or withdraw
the two fulcrum pius to couple up or disconnect the brake mechanism.
A box for tools and spare stores, made by preference of metal, is fitted between
the floor and the under bracing of the vehicle and may be most conveniently fixed
behind the rear cross stay of the body framing.
It is fitted preferably with a sliding door provided with a stop, and a cross bar
having a hole in one end and turned up for a handle at the other is secured to

page_text: this door, so that when the door is closed the portion of the cross-bar in which the
hole is, projects through a hole in the web of the cross stay before mentioned thus
affording a means for securing the door by padlock or otherwise. The sides of
the vehicle are preferably made up of frames composed of tubular sections of
metal filled in with lattice strips, plain or corrugated sheet metal or combinations
of strips of sheet metal.
In fitting up the sides to the vehicle according to one form of my invention I
may proceed as follows:-
I take a length of tubing, and bend the same into an elongated U-shaped figure
and at convenient points upon the foot end of the said U shaped tube, pegs for the
attachment of the end frames of the vehicle are secured.
These pegs may be strong metal forgings or castings, having a cotter hole at
the front, and a cylindrical hole bored to fit the tube frame at the back. The
cylinder portion is by preference split and fitted with a pin or rivet inserted
through the split and at right angles to the axis of the cylinder, so that the
periphery of the pin cuts slightly into the cylindrical space, a corresponding recess
being made in the tubular framing to admit the pin so that when in place, the peg
is securely fixed in the position intended. At convenient points tee pieces are
secured by pegging, screwing, welding or otherwise as may be most suitable, and a
cross tube forming a bar is joined to the same, the intermediate stanchions being
made and put on before the primary framing tube is bent or jointed to the cross
tube. Adjacent to the cross tube, notches are cut in the projecting ends of the
primary frame, wherein the ends of springs or spring catches take for keeping the
said sides from being lifted when in position.
The frame is now filled in as may be desired. If with lattice strips, their ends
are bent round the framing members as many as necessary, both horizontal and
vertical and riveted to each other and to themselves where they are turned round
the frames.
Suitable slot holes are made in the intermediate stanchions for the horizontal
strips to pass through.
In the flanges of the side frames of the body of the vehicle holes are drilled
corresponding to the projecting ends of the tubular frame and the intermediate
stanchions above mentioned and the side frames are attached to the body of the
vehicle by inserting these projections into the holes provided for them in the said
body or floor of the vehicle.
Attached to the side frames and adjacent to the holes provided for the pro-
jections are spring catches, (as aforesaid) which engage with the notches and
secure the sides in their places.
Each end may consist of two tubes shaped into an elongated U figure united
by two tee pieces provided with eyes to fit on to the pegs before mentioned in
describing the construction of the sides. Between these tee pieces are two or more
stanchions or upright bars strengthened with suitable bracing and projecting below
the tubular framing. These projections drop into suitable holes provided in the
flanges of the ends of the body framing. The holes into which the end stanchions
fit are slightly elongated so as to allow of the movement necessary to get the end
eyes over the side pegs after the end stanchions have been dropped in their
places.
This being done and cotters inserted in the holes provided for them in the pegs
as before mentioned, the connection of the ends to the sides and body of the vehicle
is completed.
According to another method the sides and ends are hinged to the body of the
vehicle so that when not in use they fold down flat upon the said body and when
unfolded and connected together the ends and sides mutually support each other
in a vertical position. In a vehicle designed for draught by two animals with pole
and curricle bar. The pole is of a tubular construction with a solid piece welded
into one end. This end I prefer to reduce below the general diameter of the
remainder of the tube and to furnish the same with cotter hole and cotter. This

page_text: for distinction I call the inner end of the pole. At the other or outer end a double
eye for connecting the pole to the collars of the draught animals is screwed or so
fixed as to be readily removed when desired. An eye for attaching the chain
connecting the curricle bar to the pole is fitted on to the pole by a connection
consisting of a split collar and pin, so that it may be adjusted to suit the draught
animals or easily renewed if required. The inner end of the pole is secured by
means of the cotter before mentioned to a cross stay of the vehicle body near the
front framing and at the place where the pole passes through the front framing a
conical socket is attached to receive a conical swell or collar on the pole corre-
sponding with and accurately fitting into the same and making a rigid connection
between the pole and the body of the vehicle.
Two whipple bars are provided and jointedly fixed on each side of the pole.
Each bar is made up and fitted with flattened solid ends forming, with shackles
and pins, a removable joint for attachment of traces. At the centre of each
whipple bar a joint is formed corresponding with and fitting into a joint bracket
secured to or formed out of the front framing of the vehicle body. A pin passing
through the bracket and joint on the whipple bar makes at once the hinged
connection required, and it is only necessary to put in or take out the joint pin
to make or disconnect each whipple tree connection with the body of the
vehicle.
If it is preferred to use shafts they are connected to the same brackets in lieu
of the whipple bars and may be made to accommodate one or two draught animals
as required, a double pair of shafts being attached for two animals viz., one pair
to each bracket joint, or for one animal one shaft only to each joint.
All parts are made of fitted so as to be interchangeable in vehicles of same type
and dimensions. Bolts and nuts as being liable to work loose and become lost
are practically discarded in the construction and fitting up of the work, whilst the
readily taking apart or fitting together of the parts forming a complete vehicle is
a primary feature of this invention.
Although I have described my invention in connection with vehicles for use ou
ordinary roads, yet there are certain parts in the same which are applicable to
vehicles employed for transport on railways.
Dated this 17th day of October 1893.
WILLIAM GEORGE CAUSER,
By Henry Skerrett,
Agent for Applicant.
Improvements in the Construction of Transport and other Wheeled
Vehicles.
1, WILLIAM GEORGE CAUSER, of Booth Street, Handsworth, near the City of
Birmingham, Engineer, do hereby declare the nature of this invention and in what
manner the same is to be performed, to be particularly described and ascertained in
and by the following statement :—
This invention relates to improvements in the construction of, or to detail
improvements in, the construction of wheeled vehicles, primarily for transport
purposes.
Wheeled vehicles constructed according to my invention are made in convenient
and interchangeable sections, so that the component parts employed in forming a
complete vehicle may be readily put together or taken apart.
The various sections of any one vehicle are also interchangeable with similar
portions of any other vehicle of the same type and dimensions, and when the vehicle
is taken apart for storage or transport, the various sections stow away compactly,

page_text: and when put together for service they are connected so as to minimise the
possibility of any component part working loose or becoming lost whilst the vehicle
is in use.
In constructing vehicles according to my invention, I prefer to make them
entirely or almost entirely of metal, combining lightness with strength, and adapted
to the various strains and duties each portion has to sustain, with special devices
for expeditionsly and securely fitting together the component sections which go to
make up a complete vehicle.
The novelty of the invention consists primarily in the arrangement of the
sectional parts and the various devices adopted for expeditiously and securely con-
necting them together to form a complete vehicle, or for quickly dismantling same
and reducing it into convenient and compact parts for storage or transport.
The body of the vehicle I prefer to make of wrought iron or steel of suitable
sectioned metal, preferably rivetted together and braced, and with provision made
for draught, by animal power or otherwise, and provided with brake gear and drag,
(either or both as may be desirable).
The body of the vehicle is of a frame construction, filled in with lattice strips,
or sheet metal, plain, corrugated or channelled, or a combination of these, to form
the floor. When convenient, I turn the metal over so as to clip the framing and
relieve strain on the rivets. On each side of the underside of the body frame, a
two-part hinged clip is provided to grip the axle and prevent the same from rotating.
The axle and clip are, in carts, made a mechanical fit, and so interlock each other
that when the sectional parts of the clips are closed upon the axle, the said axle is
securely fixed in place.
The axle arms and boxes are constructed with dust proof shields, and have
provision made for taking up wear, and means for insuring regular lubrication.
The wheels are made entirely of metal, and have an inner rim, perforated with
a convenient number of holes to receive the outer ends of the spokes, the diameters
at the external periphery being larger than those at the inside periphery, with an
intermediate spheroidal surface, which forms the bearing surface for the crown of
the head of each spoke, thus allowing of a slight lateral movement being given to
each spoke and at same time preserving a true mechanical fit at the surface of
contact between the rim and the spoke.
The spokes are by preference of round section, either tubular or solid, and with
suitable heads at the outer ends of them to fit the sockets within the rim as before
described, whilst the inner ends are screwed to fit into the hub. In the case of
tubular spokes, they may be secured by plugs driven into the outer ends, the holes
in the rim being made to suit.
The hub is of metal and consists of two outer rings or collars, with cylindrical
connection, and may be constructed in one or more pieces, connected together by
rivets, screws or other suitable methods.
An annular recess for the reception of lubricating material is formed in the eye
of the hub, and a communication is made from the interior to the exterior for
supplying the lubricant.
The axle boxes may be parallel or conical inside and made to fit a corresponding
arm on the axle. A flexible washer is fitted within an annular recess formed at the
inner end of the box, and being kept in constant connection with the collar on the
inner end of the axle arm, keeps out dust and prevents escape of lubricant. A
coned metal washer is introduced between the leather and end of the axle box to
preserve the leather against wear, and keep it in contact with surfaces of the box
and axle, and so keep out dust and prevent escape of lubricant. A similar flexible
washer fits against the outer end of the axle box, and is kept in place by means
of the screwed connection at the outer end of the arm and serves a like purpose as
the first described.
To prevent these parts working loose, and so falling off, and possibly being
lost whilst the vehicle is in use, I adopt precautionary means as hereinafter
described.

page_text: It is evident that the screwed connection will also provide for adjustment against
wear by forcing the box onto the axle. The axle box is cylindrical externally, and
with collar and key at the inner end, and screw connection at the outer end. A nut
or cap secures the axle box to the hub.
The drag is of usual construction.
The vehicle may be made with or without springs, in which former case the axle
clips are connected direct to the springs, the springs being connected to the cart in
the usual manner.
The brake consists of two levers, arranged toggle-wise, and having the usual
brake shoes hinged to their outer ends, the inner ends being shaped spheroidical or
otherwise to fit into pockets provided for their reception, and by preference forming
a portion of the brake nut or nut box.
At a position between the ends of each lever, and convenient for attachment to
the side frames of the vehicle, is the hole for the fulcrum pin. These brake lever
fulcrum pins I prefer to pass through the top and bottom flanges of the body
framing, a deep boss being preferably formed at this point on each side of the
brake lever to fill up the space between the flanges, and the hole for the fulcrum
pin is drilled through this boss. The web of the body framing is perforated
immediately behind the vertical axes of these holes, so that the inner ends of the
levers may be passed through to make their connection with the pockets in the
before mentioned nut or box. This nut is by preference carried on a screw attached
to the back part of the body framing, and traversing in a direction parallel to the
horizontal and longitudinal axis of the vehicle. The screw is provided with a
suitable thrust collar and is worked by winch handle, hand wheel or any convenient
means preferably situated at the tail end of the vehicle. By this arrangement, the
brake shoes are brought into or removed out of contact with the wheels by turning
the screw to right and left hand or vice-versa as the case may be.
Instead of employing a screw and nut, a lever might be employed in connection
with the pockets receiving the brake lever ends, but I prefer the arrangement
specified on the ground of simplicity, it being only necessary to insert or withdraw
the two fulcrum pins to couple up or disconnect the brake mechanism.
A box for tools and spare stores, made by preference of metal, is fitted between
the floor and the under bracing of the vehicle, and may be most conveniently fixed
behind the rear cross stay of the body framing.
It is fitted preferably with a sliding or falling hinged door, provided with a stop.
A crossbar having a hole in one end and turned up for a handle at the other is
secured to this door, so that when the door is closed the portion of the crossbar in
which the hole is, projects through a hole in the web of the cross stay before
mentioned, thus affording a means for securing the door by padlock or otherwise.
The sides of the vehicle are preferably made up of frames composed of tubular
sections of metal filled in with lattice strips, plain or corrugated sheet metal, or
combinations of strip and sheet metal.
In fitting up the sides to the vehicle according to one form of my invention I
may proceed as follows:-
by
I take a length of tubing, and bend the same into an elongated U-shaped figure
and at convenient points upon the leg ends of the said U-shaped tube, pegs for the
attachment of the end frames of the vehicle are secured. These pegs may be
strong metal forgings or castings, having a cottar hole at the front, and a cylindrical
hole bored to fit the tube frame at the back. The cylindrical portion
preference split and fitted with a pin or rivet inserted through the split and at
right angles to the axis of the cylinder, so that the periphery of the pin cuts
slightly into the cylindrical space, a corresponding recess being made in the tubular
framing to admit the pin, so that when in place the peg is securely fixed in the
position intended. At convenient points, tee-pieces are secured by pegging, screwing,
brazing, welding or otherwise as may be most suitable, and a cross tube forming a
bar is joined to the same, the intermediate stanchions being made and put on before
the primary framing tube is bent or jointed to the cross tube. Adjacent to the cross

page_text: tube, notches are cut in the projecting spring bolt catch end of the primary frame
wherein the ends of springs take for keeping the said sides from being lifted when
in position, or instead of, or in addition to, springs or catches, I may employ cotters
to secure the sides.
The frame is now filled in as may be desired. If with lattice strips, their ends
are bent round the frame members as many as necessary, both horizontal and
vertical, and rivetted to each other and to themselves where they are turned round
the frames.
Suitable slot holes are made in the intermediate stanchions for the horizontal
strips to pass through.
In the flanges of the side frames of the body of the vehicle, holes are drilled
corresponding to the projecting ends of the tubular frame of the sides, and the
intermediate stanchions above mentioned and the sides are attached to the body of
the vehicle by inserting these projections into the holes provided for them in the
said body or floor of the vehicle.
Attached to the side frames, and adjacent to the holes provided for the
projections, are spring catches, as aforesaid, which engage with the notches and
secure the sides in their places, or cotters may be used in lieu of springs or
catches.
Each end piece may consist of two tubes, shaped into an elongated U figure
united by two tee pieces provided with eyes to fit on to the pegs before mentioned
in describing the construction of the sides.
Between these tee pieces are one or more stanchions or upright bars, latticings or
plates, strengthened with suitable bracings, and projecting below the tubular
framing. These projections drop into suitable holes provided in the flanges of the
ends of the body framings. The holes into which the end stanchions fit are
slightly elongated so as to allow of the movement necessary to get the end eyes
over the side pegs after the end stanchions have been dropped in their places.
This being done and cottars inserted in the holes provided for them in the pegs
as before mentioned, the connection of the ends to the sides and body of the vehicle
is completed.
According to another method the sides and ends are hinged to the body of the
vehicle so that when not in use they fold down flat upon the said body, and when
unfolded and connected together the ends and sides mutually support each other
in a vertical position. In a vehicle designed for draught by two animals with pole
and curricle bar, the pole is of a tubular construction with a solid piece welded into
one end. This end I prefer to reduce below the general diameter of the remainder
of the tube and to furnish the same with cotter hole and cotter. This for
distinction I call the inner end of the pole. At the other or outer end a double
eye for connecting the pole to the collars of the draught animals is screwed or so
affixed as to be readily removed when desired. An eye for attaching the chain
connecting the curricle bar to the pole is fitted on to the pole by a connection con-
sisting of a split collar and pin, so that it may be adjusted to suit the draught
animals or casily renewed if required. The inner end of the pole is secured by
means of the cottar before mentioned to a cross stay of the vehicle body near the
front framing and at the place where the pole passes through the front framing a
conical socket is attached to receive a conical swell or collar, on the pole corre-
sponding with and accurately fitting into the same and making a rigid connection
between the pole and the body of the vehicle.
Two wbipple bars are provided and jointedly fixed one on each side of the pole.
Each bar is made up and fitted with flattened solid ends forming with shackles and
pins, a removable joint for attachment of traces. At the centre of each whipple bar
a joint is formed corresponding with and fitting into a joint bracket secured to or
formed out of the front framing of the vehicle body. A pin passing through the
bracket and joint on the whipple bar makes at once the hinged connection required,
and it is only necessary to put in or take out the joint pin to make or disconnect
each whipple-tree's connection with the body of the vehicle.

page_text: If it is preferred to use shafts they are connected to the same pins in lieu of the
whipple bars and may be made to accommodate one or two draught animals as
required, a double pair of shafts being attached for two animals viz. :-one pair to
each bracket joint, or for one animal one shaft only to each joint.
All parts are made and fitted so as to be interchangeable in vehicles of same
type and dimensions. Bolts and nuts as being liable to work loose and become lost
are practically discarded in the construction and fitting up of the work whilst the
readily taking apart or fitting together the parts forming a complete vehicle is a
primary feature of this invention.
Although I have described my invention in connection with vehicles for use on
ordinary roads, yet there are certain parts in the same viz., the body part, and the
wheels, with their axles and bearings, which are applicable to vehicles employed
for transport on railways.
Figure 1 of the accompanying drawings represents a side elevation of a cart,
constructed, arranged and provided with improvements in accordance with one
form of my invention. Figure 2 is a plan of the said vehicle, whilst Figure 3
represents an end elevation of same looking from the front. The cart is here
shown fitted together ready for service, with draught arrangement consisting of pole
with curricle bar and whipple trees for two or more animals. The curricle bar is
fitted with telescopic end eye pieces and chain attachment to the pole. The split
collar or clip attaching same to the pole is adjustable in the longitudinal direction
of the said pole. A double tackle eye with jointed pole support is screwed on to
the outer end of the pole. A clip on the underside of the collar before referred to
receives and holds in place the rest piece when not in use. The pole is secured in
place by a cotter.
Figure 4 represents a side elevation of the wheel, showing the method of
attaching the tyre to the outer rim and also the method of locking the axle box cap.
Figure 5 represents a section of the wheel showing the method of connecting
the spokes which may be either solid or bollow, the lubricating and dust proof
arrangement for the axle, and also the method of taking up wear and locking
arrangements for axle box nuts and pins. See also Figures 42 and 43.
Figure 6 is a plan of the wheel hub with the axle and axle box in place.
Figure 7 is a section of a built up hub.
Figures 8 and 9 are a vertical section on the lines X-X Figure 9 and a horizontal
section on the lines A B Figure 8 of one corner of the cart bed, showing the
corner pieces, spring catches and cover plates when constructed entirely of wrought
material.
Figures 10 and 11 represent an elevation and an horizontal section of a cast
metal corner piece to fulfil the same object.
Figures 12 and 13 represent end and front elevations of the bracket for carrying
the axle.
Figure 14 is a plan of the same.
Figure 15 is a side elevation of the cap shown in position in Figures 12 and 13.
Figure 16 is an elevation of the pole, showing the tackle eye and jointed
connection for the support at one end and at the other cotter and cotter hole for
attachment to the framing of the vehicle. A conical collar intermediate between
these points is provided to take into a corresponding socket in the front framing of
the vehicle.
Figure 17 is an elevation of the cotter end.
Figure 18 is a plan of the tackle eye.
Figure 18 is a section through the pole immediately in front of the collar
carrying the curricle bar, and showing the clips before referred to for holding the
pole support when not in use.
Figures 19, 20, 21, 22, 23 and 24 show in detail the brake arrangement of the
vehicle.
Thus, Figure 19 shows the left hand corner of the vehicle, showing the spring
catch for connecting the side piece dowels and the fulcrum pin for the brake lever.

page_text: Figure 20 is an elevation of Figure 19 with a part in section on line D.
Figure 21 is a plan of the right hand corner.
Figure 22 is an elevation of Figure 21, with part in section of the line D.
Figure 23 is a section through the end channel piece, showing the method of
attaching the brake operating means.
Figure 24 is an elevation of the brake nut and a section of the screw.
Figures 25, 26 and 27 are detail views of a modified form of axle, in which the
pole is connected directly thereto for use in case of a waggon or other vehicle
requiring a radial axle.
Thus, Figure 25 is a plan of the axle, with the clips in section on a horizontal
line passing through the locking pins.
Figure 26 is an elevation of the same axle, and shows the clips in position and
locked onto the said axle.
Figure 27 is an end view of the clip and a section through the axle at its bearing
in the clip.
Figure 28 is a section through the front bearing of the pole, when employed in
connection with this form of axle.
Figure 29 is a front elevation of this bearing. The pole is shown in section
and the rectangular collar thereon is at liberty to slide, within certain limits,
within the aforesaid bearing. The axle and pole are thus controlled in a vertical
direction, but are free to move, within certain limits, laterally.
Figure 30 is a plan of the whipple bar, showing the bracket connection for
attaching same to the framing of the vehicle.
Figure 31 is an elevation of one of the eyes for the connection of the traces.
Figure 32 represents another method of attaching the whipple bar to the
framework of a cart, which dispenses with the use of the brackets shown in
Figure 30.
Figure 33 is a section through the whipple bar upon the lines E. F. Figure 31,
showing the attachment of the same to the bracket before mentioned, together
with the attachment of the bracket itself to the framework of the vehicle.
Figure 33 and 33B represent front and side views of the same bracket.
Two of these brackets are attached to the front of the bed to carry whipple
bars and two at rear of bed. The object of attaching them to the rear of the
bed is to make provision for coupling carts together, when desirable to transport
timber or other long material.
Figure 34 shows an arrangement of shaft to be employed for one horse vehicles.
Two such shafts (of a tubular construction) provided with usual means for
attachment of traces and other trappings, are employed.
Figure 35 shows an arrangement of shafts to be employed for a two horse
vehicle. The same are of a tubular constructions, bent U shaped and fitted with
usual fittings for attachment of traces and other trappings.
Figure 36, 37, 38, 39 and 40 show details of a cart, with sides and ends
arranged to fold down upon body thereof, instead of being removable as previously
described.
Figure 36 is an elevation of a part of one side of the vehicle so constructed.
Figure 37 is a part elevation of one end piece, showing the method of hinging
and connecting the same to the sides and bed.
Figures 38 and 39 are details of the hinge bearings of the side pieces.
Figure 40 is a diagram showing the skeleton frame of the bottom, with sides and
ends turned down thereon, when packed.
Figure 41 represents two carts, coupled together to form a waggon.
The same letters of reference indicate corresponding parts in Figures 1 to 9
inclusive, 12 to 24 inclusive, and 30, 31 and 33.
a is the body of the vehicle, consisting of a framework, made up of sides and
ends a', a², suitably braced with one or more channel pieces a³, directed transversely
from side to side of the frame a. The corners or the junctions of the sides with
the ends are united by angles at, a³, and a covering strap a°. The angles a³,
B

page_text: prefer to Пt with spring boits a, for the purpose of rocking the
pieces to the body.
Attached to the framing a, at suitable points are brackets a", for attaching the
whipple bars b, by means of an eye ¹, taking into the jaw a³, of the bracket a
(see Figures 33, 33 and 33B), where they are secured by pins 62, passing through
the flanges of the channels and also through the bracket. Holes a, a, are
provided in the body framing for receiving the dowels of the side pieces, and
similar holes a, are made in the end framings for receiving the dowels on the
end pieces.
The body framing is filled in with longitudinally and transversely directed
strips of metal a¹³, a, either interlaced or otherwise, and with the terminal ends
of the strips returned upon the flanges of the framing, and rivetted thereto
and where desirable, intermediately. The turning-over of the terminal ends
of the strips is done to relieve strain from the rivets, or by slightly notching
the flanges of the body frame, and turning over the ends of the strips the same
may be connected without rivetting.
a are longitudinal stays stretching underneath the whole length of the body of
the vehicle as bracings, attached at their ends and at intermediate points in manner
alike unto the strips a¹³.
The attachable and detachable pole c, is of a tubular construction, having at its
outer end c¹, a removable double tackle eye c², with a jointed attachment on the
underside for carrying the pole support c. The other extremity or inner end c³, is
made solid, and reduced in diameter, so as to form an abutment against the front
cross stay a³, which is made to receive it, and wherein it is fixed by a cotter c*, in
the ordinary way.
The cotter, preferably takes into a grooved plate at the
back of the said stay a³, to prevent the pole from turning.
At a suitable position near the inner end c³, a swell or collar c, of a conical
figure, is formed, which collar is adapted to take into a like shaped socket a¹,
attached to the front channel of the body framing.
d is a curricle bar, having telescopic and eyed ends d', sliding within the
member d, which is attached to a movable and spring clip c6, by a chain d².
Underneath the clip &, are spring arms c', for clipping the pole support, when the
vehicle is in use.
e are sides, the boundary framing of each of which is made from a length of
tubing bent into an elongated U figure, with perforated dowel ends e, perforated
to receive cotters, or notched at e', to receive the spring catch or bolt a.
At a convenient point near the ends e', are T-shaped collars e², and connecting
these collars is a tubular bracing e³. At convenient points between the ends e¹,
are upright stays or stanchions e, embracing the frame members of the sides, and
with their parts prolonged into dowels taking into the holes a", in the side
framings of the body. At a convenient point on each of the ends e¹, above the
T collars e², is a clip f, (preferably made with arms or straps 2, as shown) with a
dowelf, upon its outer part, having a cotter hole through it. The space between
the framing is filled in with metal strips, interlaced (or otherwise) and rivetted,
and with their terminal ends turned over and rivetted, as best seen in Figures 1
and 36.
g is an end, fitted to the front of the vehicle, consisting of a tubular framing,
made of two elongated U-shaped sections g¹, g², united together by T sockets g³,
having eyes g, which take upon the side dowels f', whilst intermediate between
these sockets g³, and threaded upon the tubular members, are stays or stanchions g³,
baving their lower parts formed into dowels 9, which take into the holes a¹, in
the end framing of the vehicle body.
These said end framings may be filled in with longitudinal and transverse stays in
manner similar to the sides, or by diagonal bracings g', as shown in Figure 37.
Instead of end pieces, an ordinary chain may be stretched between the ends e',
of the sides, to form the closure for the vehicle.
The brake mechanism h, consists of two levers h¹, having hinged or jointed

page_text: shoes, at their outer ends, and with their inner ends taking into trunnioned
sockets. Each lever turns upon a fulcrum pin h', located near their outer ends
and inserted into the side framing of the body.
The trunnion sockets ³, forn a portion of the nut box h³, (best seen in
Figures 23 and 24) consisting of side plates h, loosely rivetted to the said
sockets ³. The nut h7, has its lower part of a less diameter, so as to drop through
a piercing in the upper plate, and rest upon the lower one, to prevent the same
from turning. The nut is pierced and tapped transversely to receive the screw h³,
which is connected to the rear framing of the cart by a socket bracket ³,
fitting over the collar, the said rear framing of the vehicle being pierced
for receiving outer or handle end h", of the screw spindle, of which the handle is
marked
2
i is the drag, which is of the ordinary construction and is attached to the cart in
the usual manner.
The tool box j, is preferably made from sheet metal, and is conveniently situated
at the back of the rear stay of the body of the cart, and underneath the latticing
of the floor, whilst the same is provided with either a sliding or a hinged door.
Situated at convenient points near the middle of the side frames of the cart are
hinged clips a, for receiving the necks k¹, of the axle k, each of which clips consists
of a bracket securely attached to the side framing a', of the vehicle, and provided
with a hinged cap a18, shown separately in Figure 15, which clip is secured in its
closed position by a pin or cotter a¹, passing through the knuckles. Disposed
upon the inner side of the bracket, and also upon the corresponding inner side of
the cap, are outstanding strips of metal a2, provided for the purpose of securing
the axle against turning.
The axle k, is provided with two pairs of solid collars k, k³, between which the
clips a, before mentioned, take. Each of the outer collars k², of the pair is
cylindrical, whilst the inner collar k³, is partly cylindrical, and has two vertical
flats k, (best seen in Figures 5 and 6) which fit between the outstanding strips or
ribs a20, of the brackets and caps before described, and so prevent the rotation of
the axle. Each of the axle arms, extending outwardly from the collar k², may
be plain or coned, whilst the outer extremity k, of the said end, is internally
threaded to receive the screw pin k', and its outer diameter is reduced for a short
distance from the end and has a flat, or facets, for locking the collar ³, the inner
face of which is recessed to receive a flexible washer, the outer face being coned
for the head of the pin k. Midway between these faces is an annular groove k³,
having a channel 3, running at right angles and extending from the groove 4, to
the outer face. The periphery of the coued head of the pin k7, is serrated with a
series of radial grooves kis, whilst a circular coiled spring, having a finger kl,
at right angles to its circumference, lies within the groove, with its finger taking
into the right angled channel 3, and also into one of the notches k¹³, in the head
of the pin, as best seen in Figures 42 and 43, for securely locking the pin.
7 is one of the wheels, consisting of an inner circumference or rim 1, and a tyre
or outer circumference (2, connected to the hub 13, by a series of tubular or solid
spokes, or, as best seen in Figure 5. The inner ends of the spokes are screwed,
and are adapted to take into corresponding tapped holes made within the periphery
of the said hub, whilst the outer ends are headed or swelled spheroidally at 16,
and take into corresponding recesses l, formed in the inner periphery or rim,
to which the outer periphery or tyre 12, is secured by rivetting or bolting. The
holes through the middles of the recesses 1, and through which the spokes pass,
are a little larger than the bodies of the said spokes, so as to allow of the easy
removal or renewal of old spokes.
18 is the axle box of the ordinary construction, which is secured to the wheel by
the axle box cap 1, which is locked in position by a spring catch 10, consisting of
a plunger, acted upon by a spring 12, and with the fore part of the plunger
impinging against the flat 13, of the hinged lever 11. A pad 115, upon the inner

page_text: face of the lever is made to cover the entrance of the oil hole leading to the
annular oil chamber 11, formed within the body of the hub, suitable holes for the
passage of lubricant from the oil chamber to the axle, being made through
the axle box.
In Figures 25, 26 and 27 inclusive, k is the axle and the outside collars and
16 are rectangular shaped parts corresponding to the necks of the axle previously
described, which squared parts are free to slide and move laterally within
rectangular shaped boxes a 20, formed by the combined bracket and clip a" and a¹³.
The axle being mounted and controlled centrally upon a pivot or trunnion
working within an upright bearing or sleeve a², connected at a convenient point
to the underframing of the vehicle body.
In Figures 28 and 29, c is the pole, having a rectangular swell or collar c
capable of a lateral motion within the box formed by the frame or bracket a¹,
attached to the front member a², of the framing a.
In Figures 36 to 40 inclusive, e is the side, made up of tubular framings, the
upper member being an elongated U shaped frame, with the leg members e', being
connected to combined junction sockets and feet e², which are connected with the
bottom tubular member e³, whilst the intermediate stanchions or stays clip the
upper and lower members as before, but have no dowel extensions, and are
adapted to form both connections and limiting stops. The framings may be
filled in with lattice strips as before.
The connection of the sides to the body is made by clips a22, shown separately
in Figures 38 and 39.
g is the end, made up of component parts g', 92, middle stays 9' and stanchions g³,
as before, whilst the lower extensions of the said stanchions 95, are bifurcated
to form knuckle joints for receiving one end of the link go, whose other end is
jointedly connected at 9, to the bed frame a², and with a supplementary connecting
pin go, passing through the link at an intermediate point between the two
extreme ends of it, so as to make a rigid connection when required. This form
of joint is particularly applicable to the back end of the vehicle, as a standing-up
obstruction would be of no moment in the front of a vehicle.
The link n, in Figure 21 is employed when coupling two or more carts together,
as in Figure 41, for transporting timber or other long material. When the two
ends of the carts are brought together, they are coupled up by the links n, and the
opposed dowels f', taking into open ended sockets or sleeves o, and then affixed by
cross cottering.
Having now particularly described and ascertained the nature of my inven
tion, and in what manner the same is to be performed, I declare that what I
claim is :-
--
First. Securing axles to wheeled vehicles by a hinged clip, substantially as
described and set forth.
Secondly. Securing axles to wheeled vehicles by a hinged clip, having projections
or ribs, adapted to engage with portions of the axle, so as to prevent movement,
substantially as described and set forth.
Thirdly. An axle, having, or being provided with, double collars at the arm
ends, one of which is shaped or adapted to engage with projections on a hinged
clip, substantially as and for the purpose as described and set forth.
Fourthly. In the axles of wheeled vehicles, the combination with an axle box
taking upon the axle arm, of means of adjustment for wear and locking, sub-
stantially as described and set forth.
Fifthly. Securing the axle box to the hub of the wheel by means of an axle
cap, in combination with the hinged lever device for locking same in position,
substantially as described and set forth.
Sixthly. In the brake mechanism of wheeled vebicles, the general construction,
arrangement, combination and fitting of the parts of the same, substantially as
described and set forth.

page_text: Seventhly. The construction and fitting of pole or shaft attachments for wheeled
vehicles, substantially as described and set forth.
Eighthly. The improvements in the construction of the bodies of wheeled vehicles,
substantially as described and set forth.
Ninthly. The improvements in the construction, fitting and mounting of the side
pieces and ends of wheeled vehicles, substantially as described and set forth.
Tenthly. In wheeled vehicles, the general construction, arrangement, combination
and fitting of the parts of the same, substantially as described and set forth.
Dated this 17th day of July 1894.
WILLIAM GEORGE CAUSER,
By Henry Skerrett,
6, Livery Street, Birmingham, Agent for Applicant.