Improvements in and connected with the Wheels and Axles of Vehicles.
Year: 1896

page_text: Date of Application, 17th Nov., 1890
Complete Specification Left, 10th Dec., 1896-Accepted, 27th Mar.. 1897
Date of Application,
NOV., 1090
Complete Specification Left, 10th Dec., 1896-Accepted, 27th Mar.. 1897
PROVISIONAL SPECIFICATION.
Improvements in and connected with the Wheels and Axles of
Vehicles.
We WILLIAM CORTEEN of 33 Dudley Road Walsall in the County of Stafford
Coach Body Builder, JOSEPH BIRCH of Stafford Street Walsall in the County of
Stafford, Carriage Builder and ARTHUR HUGH ADCOCK of Temple Row
Birmingham in the County of Warwick, Solicitor, do hereby declare the nature of
our said invention to be as follows:-
Our invention has for its object improvements in the wheels and axle of vehicles
by which we greatly simplify the construction and reduce materially the cost and
weight.
In carrying my invention into practice we form our axle hollow and insert a solid
bush at either end about three inches from the front of the collar and about three inches.
from the back of the bearings for carrying the springs. The ends of this hollow
axle are chamfered internally to allow the oil to freely flow in or out and one or
more holes are formed on the underside of these ends a groove may also be formed
on the underside to assist the oil to thoroughly lubricate the bearings. A solid flange
plate is onto each of these ends and then a combination bush and collar is afterwards.
fixed in the proper position for these flange plates to butt against. The bearing
which consists of a hollow metal bush with a collar or swell on its inner end has
three or more grooves or recesses formed in, into each of which we fix a headed
screwed pin. This metal bearing is fixed onto the hub of the wheel and the end
of the axle inserted therein the outer face of the combination bush and collar
butting against the inner face of the swell the screwed pins on the end of which
pass through holes in the flange plate to which they are fixed by nnts by which
means the wheel is securely fixed onto the axle. The outer ends of the bushes or
bearings are tapped to receive a screwed cup with a small hole formed in the centre
of each through which the oil is inserted for lubricating.
To fix the bearing plate which carries the springs we form the centre of the
underside or that part which rests against the axle concave when using a round
axle and with a slot or groove when using a square axle and at either side we form
two holes through which the screwed ends of two metal bands or straps pass and
onto these ends four nuts are screwed which firmly bind the bearing plates onto
the axle. The underside of the spring block has four holes formed therein which
fit over the nuts on the top of the bearing plate and prevent them from unlocking.
To secure our spokes into the nave and rim of the wheel we drill and tap the
required number of holes in a zigzag line near the edges on the flat portion of the
nave and the spokes which we made out of solid steel or iron wire headed and.
screw threaded at the top end and screw threaded at the bottom are first passed
through the holes in the rim the headed end resting upon the top of the rim two-
tapered lock nuts are then slipped over and the other end of the spoke screwed into
the nave, then the tapered lock-nuts are locked in position one against the top of
the nave and the other against the underside of the rim by which means the
spokes are securely held in position. In cases where heavy wheels are required we
may use a central row of spokes secured in the manner as herein before described.
A spring clip or its equivalent is placed around the axle close to the flange plate

page_text: to prevent the oil and dirt which works out of the bearings from getting into the
axle. A metal band may be fitted around the part of the nave when the spokes
are inserted.
Dated this 10th day of November 1896.
GEORGE BARKER,
77 Colmore Row, Birmingham, Agent.
COMPLETE SPECIFICATION..
Improvements in and connected with the Wheels and Axles of
Vehicles.
We, WILLIAM CORTEEN of 33 Dudley Road, Walsall, in the County of
Stafford, Coach Body Builder, JOSEPH BIRCH of Stafford Street Walsall, afore-
said, Carriage Builder, and ARTHUR HUGH ADCOCK of Temple Row, Birmingham,
in the County of Warwick, Solicitor do hereby declare the nature of our said
invention and in what manner the same is to be performed to be particularly
described and ascertained in and by the following statement:-
Our invention has for its object improvements in the wheels and axles of vehicles
by which we greatly simplify the construction and materially reduce the cost and
weight.
In carrying our invention into practice we form our axle hollow and insert a
solid bush at either end about three inches from the front of the collar and about
three inches from the back of the bearings for carrying the springs. The
ends of this hollow axle are shampfered internally to allow the oil to freely
flow in or out and one or more holes are formed on the under side of these ends, a
groove may also be formed on the underside to assist the oil to thoroughly lubricate
the bearings. A solid flange plate is placed onto each of these ends and then a
combination bush and collar is afterwards fixed in the proper position for these
flange plates to butt against. The bearing which consists of a hollow metal
bush with a collar or swell on its inuer end has three or more grooves or recesses
formed in this swell into each of which we fix a headed screwed pin. This metal
bearing is fixed into the hub of the wheel and the end of the axle inserted therein,
the outer face of the combination bush and collar butting against the inner face of
the swell and the end of the screwed pins on the swell pass through holes in the
flange plate to which they are fixed by nuts by which means the wheel is securely
held in position on the axle. The outer ends of the bushes or bearings are tapped
to receive a screwed cup with a small hole in the centre of each through which the
oil is inserted for lubricating.
To fix the bearing plate which carries the springs we form the centre of the
underside or that part which rests upon the axle concave when using a round axle
and with a slot or groove when using a square axle and at either side we form two
holes through which the screwed ends of two metal bands or straps pass and onto
these ends four nuts are screwed which firmly bind the bearing plates onto the
axle. The underside of the spring block has four recesses formed therein which
fit over the nuts on the top of the bearing plate and prevent them from unlocking.
To secure our spokes into the nave and rim of the wheel we drill or tap the
required number of holes in a zig-zag line near the edges on the flat portion of the
uave and the spokes which we make out of solid steel or iron wire headed and screw
threaded at the top end and screw threaded at the bottom are first passed through
the holes in the rim the headed end resting up the top of the rim. Two tapered
lock nuts are then slipped over and the other end of the spoke screwed into the
nave, then the tapered lock nuts are locked in position one against the top of the

page_text: nave and the other against the underside of the rim by which means the spokes
are securely held in position. In cases where heavy wheels are required we may
use a central row of spokes secured in the manner as bereinbefore described.
A spring clip or its equivalent is placed around the axle close to the flange plate
to prevent the oil and dirt which works out of the bearings from getting onto the
axle. A metal band may be fitted around the part of the nave where the spokes
are inserted.
In order that our invention may be clearly understood and more easily carried
into practical effect we have appended hereunto a double sized sheet of drawings
upon which we have illustrated examples of the same.
Figure 1 is a cross section of our hub and part of the axle and spokes.
Figure 2 is an inner end view of Figure 1.
Figure 3 is an enlarged view of part of the bearing B.
Figure 4 is an enlarged end view of the bearing plate S which carries or supports
the springs.
Figure 5 shews one of our L headed screwed pins.
In carrying our inveneion into practice we form the axle A out of a length of
tubing or two pieces of tubing one telescoped inside the other as shewn at Fig. 6
and insert the solid bush or sleeve al at either end so that it extends under the
collar and under the spring bearing plate S. The ends of this axle are shampfered
internally at a to allow the oil to freely flow in or out and one or more holes a³
are formed on the underside through which the oil passes to lubricate the bearing.
the groove a is also formed on the underside which allows the oil to flow freely
around. We then place onto each end of this axle a solid flange plate D and then
the combination bush and collar E is fixed in position so that when the axle is fitted
onto the bearing the flange plate butts against the inner side of this collar.
The bearing which consists of the hollow metal bush B with the collar or swell &
formed on its inner end has three or more grooves or recesses formed in the
periphery of this swell into each of which we fix one of the headed screwed
pins F the heads of which butt against the outer face of the swell, as clearly shown
at Figures 1 and 3.
The outer end of this bearing is tapped to receive the cap which has a hole *
formed in the centre through which the oil for lubricating purposes can be inserted.
After this metal bearing has been secured into the nave or hub G which is bored
for this purpose the end of the axle is inserted into the bearing, the combination
bush and collar fitting underneath the swell and the screwed ends of the pins F pass
through holes formed in the flange plate D to which it is secured by the nuts 1
a leather washery being interposed between the flange plate D and the inner face
of the nave by which means the wheel is securely held in position on the axle. On
the inner and outer ends of the nave G we fix the metal bands or rings gl and g²
which protect the edges.
Our bearing plate S on which the vehicle springs are supported is formed concave
at s' in the centre on the underside and this concave portion fits over the top of the
axle and is secured thereto by the two metal bands and the centre portions of 1
which pass around the underside of the axles and their ends which are screwed
through holes formed in the parts and and these bands are firmly gripped
around the axles by the nuts and a' thus securely fixing the bearing plate onto the
axle. The nuts and s fit into the holes or recesses formed on the underside
of the spring blocks by which means they are prevented from working loose.
To secure the spokes J and J' into the nave we drill the desired number of holes.
in the part 93 on either side so that the holes in which the spokes J are secured
come opposite the spaces between the holes in which the spokes J¹ are secured, and
these spokes which we form out of steel or iron wire or rods have a head formed
at the top and a screw thread j cut underneath and their bottom ends are also
screw threaded. The part 9 of the nave may have a metal band secured around
it with holes formed therein to correspond with the holes in the-nave. -
When fixing our spokes into the rim R and nave we pass them first through the

page_text: holes formed in the rim, the head
place the tapered lock nuts
and
resting in the countersunk hole r. We then
onto the spokes and then screw the bottom ends
of the spokes into the holes in the nave, the lock nuts are afterwards locked in
position as shown at Figure 1 by which means the spokes are firmly held in
position.
Instead of forming a head on the top of the spoke we may screw thread the
top end of the spoke and hold the spoke in position by means of the collar T
which is screwed onto the end and fits into the countersunk hole in the top of
the rim.
In some cases we may use a central row of spokes in addition to the spokes J
and J¹ which are secured into the nave and rim in the same manner as herein before
described. We may also secure the clip a' or its equivalent around the axle close
to the flange, so as to prevent any of the oil or grease which works out of the
bearing from running along the axle.
Having now particularly described and ascertained the nature of our said
invention and in what manner the same is to be performed we declare that what
we claim is-
First: Forming the axles of vehicle wheels hollow and inserting therein a solid
bush such as a¹ and either end and for the purpose substantially as hereinbefore
described and shown on the accompanying sheet of drawings.
Second. Forming the axles of vehicle wheels out of two pieces of tubing
'telescoped one inside the other and inserting a solid bush such as a¹ at either end.
for the purpose substantially as hereinbefore described and shown on the accom-
panying sheet of drawings.
Third. In a hollow axle forming one or more holes a³ on the underside at either
end and a groove such as at in the manner and for the purpose substantially as
herein before described and shown on the annexed sheet of drawings.
Fourth. In axles for vehicles wheels forming the flange plate such as D solid
and fixing in front a combination bush & collar such as E in the manner and for
the purpose as herein before described and shewn on the accompanying sheet of
drawings.
Fifth. Connecting a clip such as a or its equivalent behind the flange plate for
the purpose as hereinbefore described and shewn.
Sixth. In vehicle wheels securing the spring bearing plates such as S to the
axle by two or more metal bands such as sand s3 or their equivalents in the manner
and for the purpose substantially as herein before described and shewn on the
drawings.
Seventh. Securing vehicle wheels on to their axles by the pins such as F
connected to the swell of the bearing such as B in the manner substantially as
berein before described and shewn on the accompanying sheet of drawings.
Eighth. In vehicle wheels securing the metal spokes into the nave and rim
in the manner substantially as herein before described and shewn at Figures 1.
and 2.
Ninth. In vehicle wheels, securing a central row of spokes into the nave and
rim in combination with the spokes J and J in the manner substantially as
described.
Tenth. The improvements in the wheels and axles of vehicles substantially
as hereinbefore described and as shewn on the accompanying sheet of drawings.
Dated this 8th day of December 1896.
GEORGE BARKER,
77 Colmore Row, Birmingham, Agent for Applicants.