A Pneumatic Expansion Wheel for Various Kinds of Vehicles, Cycles, and other Rolling Bodies.
Year: 1896

page_text: Date of Application, 20th Mar., 1896
Complete Specification Left, 19th Dec., 1996-Accepted, 20th Apr., 1897
A Pneumatic Expansion Wheel for Various Kinds of Vehicles,
Cycles, and other Rolling Bodies.
We, JOHN BALLANTYNE SMALL, of 7 Great George Street, Hillhead, Glasgow,
and PETER MACLELLAN India Rubber Manufacturer, Glasgow Rubber Works,
Maryhill, Glasgow and JAMES WEDDERBURN OGILVY WALKER Manager
of India Rubber Works 71 Oxford Drive Kelvinside, Glasgow all in the
County of Glasgow do hereby declare the nature of this invention to be as
follows:-
This invention relates to a pneumatic, segmental, expansion, or, spring wheel
composed of a number of free-action, indipendant, longitudinal segments, encircled
by a contractile band, or tyre, of extensible india-rubber, or, analogous material..
The segments of the wheel are longitudinally placed. Each segment, being perfectly
free and indipendent in its action on the ground, and. in its communication of the
vibration to the air-chamber, is fitted with one spoke at the toe, and, one at the
heel, which spokes, at their convergent extremities, by means of plungers or air-
displacers, fixed thereto, art locally with every revolution of the wheel on the
pneumatic spring, or springs, placed at or near the hub. The pneumatic spring,
an indipendant and totally detatchable air-chamber, is preferably composed of an
endless india-rubber tube enclosed within an almost air-tight hose of solutioned
linnen or other material of the strongest description; and, capable of indipendently
withstanding a high pressure of air even when totally detatched from its recess, at
or near the hub. The said pneumatic spring is not only indipendant and totally
detatchable but is also easily accessible as will be described further on, and, in the
event of its deflating through defective rubber, it can remain, in the wheel-recess,
in its deflated state without sustaining any material damage from the continuous
rotary action of the plungers or air-displacers, or it could be easily and expeditiously
replaced with a spare tube conveniently carried by the user and the damaged
tube repaired at leisure. As will now be seen the action of the pneumatic spring
or springs, at or near the hub, is centrifugal causing the indipendent spokes with
their respective segments to move outwards. Around these wheel segments there
is tightly fixed a contractile continuous band or tyre consisting of extensible india-
rubber, or other material of a like elastic nature, thereby, causing the centrepital
action of the segments, the particular construction and process of manufacture
of said band or tyre will hereafter be specifically described and illustrated by
drawings.
From the foregoing description of our pneumatic expansion wheel, it will be
seen (1) that the spokes radiating from the air-chamber, with plungers fixed at
their convergent extremities, displace, with every revolution of the wheel, a certain
amount of air in the air-chamber commensurate with the concussion received on
the flexible band or tyre and by which action the vibration of the wheel is absorbed
in the air-chamber of the wheel before reaching the axle, whence, in the ordinary
wheel, it is communicated to the frame of the machine (2) that the centrifugal
action of the spokes caused by the gradual inflation of the pneumatic spring tube
or tubes (when more than one spring or air-chamber is used) is commensurately
counterbalanced by the centrepital action of the segments caused by the con-
tractility of the endless rubber tyre or band encircling the wheel which band while

page_text: giving individual and free action to the segments and spokes, press the segments in
towards the hub, no matter whether the air-chamber be charged with compressed.
air, at various degrees of density, or, totally deflated.. With one air-chamber,
which with the atmospheric density the same throughout as in a pneumatic tyre,
the action of the plungers is commensurate with the concussion received on the
extended rubber tyre the communication of these concussions being at all times
uniform.
P
In order that the principles of our pneumatic expansion wheel may be more
fully described and understood attention is now drawn to the one and only sheet of
drawings, (with duplicate) accompanying this application, the letters and numerals
designate the respective parts.
Figure 1 gives a front view of the wheel (a) is the axle (g) is the guide spoke
fixed to the hub of the wheel fixed to the guide rings ('); the number of guide-
rings (9) and their size, shape and weight-sustaining power is adequate with the
nature and carrying-power of the wheel as is also the size, & weight-sustaining
power of the guide spokes radiating from the hub and also the distance they
extend from the hub will all be in accordance with the sustaining power they are
required to endure for the upholding of the wheel and for the rigidity thereof.
Through these guide-rings there is inserted the spokes at the required distances;
(*) is the segment of the wheel, or wheel segment (s) toe of the wheel segment
(2) heel of wheel segment (f) is the fore spoke (r) the rear spoke (p) is the fore
plunger (pl) the rear plunger fixed respectively to the front and rear spokes (c) is
the air-chamber recess in the wheel in which is placed (in its deflated state) the
detatchable air-chamber (as seen in Figure 6 detatched and indipendently inflated).
Into this recess the air-chamber is inserted and gradually inflated causing the
centrefugal action of the spokes while the compression tyre causes centrepital action
thereby counteracting the tangental movement of the segments while the wheel is
in rapid motion.
Figure 2, gives a side view of Figure 1 (a) is the axle (i) the inner side of the
wheel or off side (o) is the outer side of the wheel or near side whereat the rubber
is totally detatched (c) is the air-chamber recess (g) guide spoke fixed to wheel
hub (91) one of the guide rings attatched to the guide spoke (p) is one of the
plungers acting on the air-chamber (t) is the tyre in its finished state with the
surface rubber fixed thereon (4) is the hub support composed of, strong metal.
This varies in size when the air-chamber is required to be at a greater distance
from the hub thereby giving a greater amount of air tube.
Figure 3 gives a plan view of the indipendent and free-action wheel segments
shewing the longitudinal and indipendent arrangements thereof. (!) is the line of
traction or traction line (s) segment of wheel or wheel segment (s) toe of wheel
segment (2) heel of wheel segment. These segments are protected by a thin
covering of india-rubber or gutta-percha to prevent their chafing or otherwise
undue strain on the extensible elastic tyre encircling them. As a further safeguard
against the shifting of the tyre there are inserted in the interspaces (e) blocks of
rubber or other suitable material which with the tyre held in compression there is
no need for any other fixing and besides there is no possibility of the tyre shifting
as would be the case with a tyre as ordinarily made. With the compression tyre
taken off, these naked segments would mark the ground as here shewn on the plan
view. To preserve the continuity of the wheel while at the same time enabling the
individual segments to act indipendently our automatic-clinch or self-held india-
rubber compression tyre is placed over the segments the process of manufacturing
which is given in Figure 7.
Figure 4 is another arrangement of the segments shewing the segments fixed one
set in the direct line of traction and the lateral segments on either side.
This is suitable for the smaller class of segments and where the two spokes are
preferably united with the one plunger. The two segments are placed abreast the
circular continuity being given by meats of the intervening direct-traction-line
segments.

page_text: Figure 5 shews the segments as in Figure 3 but with a modified cutting of the
ɛegments.
Figure 5 shews the segments in the direct line of traction.
Figure 6 shews our detatchable air-chamber as it appears out of the recess at or
near the hub and (as shewn) indipendantly inflated.
A spare one of exact size, make and air-resisting capacity can, deflated and
compactly rolled up, be conveniently carried by the user to meet any emergency
that might arise on the road and the damaged one repaired at leisure. The
letter (v) indicates the valve fixed to the rubber inside the canvas hose-pipe (c').
The valve is in this case facing outwards or on the near side of the wheel. On the
off side of the canvas hose an open seam runs all the way round the hose thus
enabling the rubber pipe to be completely taken out of the canvas hose and this is
the easiest and most expeditious manner as will further on be explained. This open
seam going all the way round the hose is buttoned or laced and over this is placed
canvas or the strongest class of linnen and fixed by means of bands running spirally
round or with riverse spiral intertexture and when thus fixed up and placed in the
recess the rubber extends with the air-expansion and jamming against the sides of
the recess cannot by any possible means assume any other shape than that of the
recess into which it (deflated) was placed. The recess is covered with india-rubber,
or gutta-percha as likewise are the plungers in order that they may not cut, chafe
or otherwise injure the linnen hose encompassing the india-rubber air-tube.
Another way is to have the air-tube enclosed in a hose with the two ends the one
end thrust into the other before placing it into the recess which on inflation in like
manner becomes perfectly tight assuming the exact shape of the recess.
The letters indicate the points whereat the plungers act on the air-chamber,
acting indipendently and locally the displacement of air is commensurate with the
concussion received at the point of concussion on the tyre. Displacing the air,
thereat, the sound and rattle of the wheel is thereby deadened, and, vibration
practically checked by its absorption in the air-chamber.
Over the recess, there is placed a metallic circular guard which can only be taken
off with deflation it being so arranged that it automatically holds with air-expansion.
By this arrangement the air-tube is free from malicious puncture. A guard
composed of rubber would serve the same purpose but of course is liable to
puncture or other injury.
Figure 7 shews the process of manufacturing our self-held, compression, india-
rubber tyre, or, elastic band encircling the segmental portion of the wheel giving
centrepital action to the segments while permitting the free and indipendant action
thereof. The letter (d) indicates the drum as used at the factory which drum is
composed of wood or other suitable material (d) is a spoke passing through the
centre (d) is the pivot whereon the drum rotates (b) is one of the bridges or spans
of wood or other suitable material.
These bridges number either 8. or 16 or 32 or 64 marking off the respective
portions of the tyre. and are fixed so as to permit the free ingress of air into the
interspaces to winnow and rapidly dry the solution and at the same time obviate
any unequal stretch or strain that would otherwise be put upon the rubber at the
different parts of the circle also it would minimise the liability of the rubber strips
sticking at the wrong place were they seperately solutioned and seperately
laid ou.
In their solutioned state they are by the removal of the bridges or spans fixed to
each other layer by layer and thus no inequality of surface is occasioned.
This drum is for use at the factory and on it a number of tyres all at various
stages of construction can be worked simultaneously. The drum as described and
shewn in drawings has three strips of rubber solutioned, all ready, each of them,
for unition. The letter (e) shews the upper strip of the tyre during process of
manufacture composed of rubber and cut to the exact size (or in the case of rubber-
contraction a little larger than the wheel diameter on which it is to be used) for the
carriage wheel for which it is intended, and, which when placed over the segments,.

page_text: thereof, will allow no stretch of itself, thereby, insuring the greatest amount of
wear-resisting power to the superfices of the tyre; (e) is the middle strip of the
tyre during process of manufacture and (e) is the lower or inner strip of the tyre
composed of rubber that will give the greatest amount of contractile force when
placed over the segments. These strips in unition and solutioned together in the
manner described there is now formed the tyre after which it has solutioned to it
the rubber blocks (e) acting as a further preventative against the shifting of the
segments which would be the case if the rubber were not of a compressed
and self-holding nature. The tyre when fully made and ready to be placed
over the segments is represented in the drawings by the letter (t). Let it now
be supposed that the wheel we are making is sixty (60) inches in diameter or
about 180 inches in circumference (with an inch or so in each case allowed for the
over-lap juncture, the three strips forming in unition the tyre (t)) there would be cut
the following lengths and afterwards solutioned and formed into a circle-(') would
be cut to give a circumference of 18" (with no stretch on its superfices where
placed over the segments) (2) or middle strip would be cut to 170" and (2) on which
would primarily and directly depend the centrepital action of the segments would
be cut to 160 thereby giving a stretch of say 20" in the circumference of the
carriage wheel.
These three rubber strips ready for solution and all marked off into say 8 or 16
or 32 parts around the circle would be placed on the drum in the order as already
described great care being taken to avoid any undue stretch or tension on any
portion of the rubber circle which could easily be avoided by having the four
cardinal points respectively bridged at the respective quadratures marked on the
rubber and afterwards in like manner the eight points the sixteen points and so on
with other subdivisions of the circle by which exact mensuration means every
portion of the rubber would retain when joined together its normal strain throughou
without any undue tension at any part thereof. All being ready for solutioning
together () or lower strip would be solutioned with the brush on the upper side
and () or the upper strip would be solutioned on the lower side while () the
middle strip would be solutioned on both sides.
These three strips all solutioned together in the manner already described and
with the solution perfectly dry the bridges or spans (6) would then que by one be
withdrawn and the rubber strips united, the upper strip without any stretch and the
two inner strips respectively stretched to their circumferential measurements.
The three strips now united form the tyre (t) which on being taken off the drum
would be found to receed to the normal diameter of the inner strip or say 160 inches
after which the tyre (t) would be placed over the segments of the wheel which with
20 inches of compressive or self-holding power would concentrate the segments
uniformly pressing them in towards the centre of the wheel even though the
air-chamber were totally deflated. With the tyre correctly fixed and adjusted
without giving any wrongous pressure on the outer strip the compression on the
respective and individual segments it will be seen would be equally balanced all
round the carriage (or other) wheel and the liability of segment-tangential flight
thus entirely obviated.
Figure 8 shews the two spokes ( and r) fixed to the segment (s) with the
plungers (p&p). The spokes are made of the finest indurated steel tempered to
the required hardness or of other suitable metal or substance or may be made of
wood and socketed in the metallic sockets but preferably they are inade of tubular
steel of the same description as that used for the framework of a bicycle and in
like manner enameled and otherwise embellished. The plungers are fitted with the
finest quality of Pará rubber giving the greatest yield when working against the
air-chamber and over them is placed a strip of the strongest Irish linen as a further
safe-guard against injury to the air-chamber. (S) is the points of unition with the
spokes and the segment. The spokes are here bolted to the segments in such
a manner that the greatest amount of play is allowed, to the spokes in working
against the air-chamber. With short spokes they may be rigidly fixed to the

page_text: segment. Permanent guides rigidly fixed to the wheel hub keep the spokes in
their respective places working like piston rods through their apertures in the
guides.
Figure 9 shews the segment with two spokes united to the plunger (p2) and with
guide (g). These guides work like piston-rods through the rings in the permanent
guides fixed to the hub as already described in Figure 8. This means of fixing the
segment is applicable to wheels of the smaller diameters, or where with a larger
diameter more segments and great resiliency are required. There being only one
plunger to the two spokes the segments can be made smaller.
Figure 10 shews (s) wheel segment, (s') is the toe of the segment () the segment
.heel. These are made of the finest steel of greatest bearing power and covered
with rubber or gutta-percha or other suitable substance to prevent the chafing or
other injurious effects to the compressible tyre already described.
In the centre where great strength and rigidity is require it is strengthened in
the elevation while the sole at toe and heel can be broader without elevation.
Figure 11 shews lastly the fundamental principles of our pneumatic expansion
wheel (a) is the axle (c) the air-chamber (s) the segmental iron or steel wheel
encircled by the expansible and compressible rubber tyre the process of manufacture
of which has been already fully described. This inner diameter of the circle
represented by (s) represents the wheel before the inflation of the air-chamber
while the circle (s) shews after inflation the outer or expanded circle assumed by
the iron or steel segments as held at their circumferential expansion.
When the air-chamber is fully charged with compressed air this is the
circumference of the wheel in expansion. It will now be seen that while the
wheel is composed of metallic segments each possessing independent and free action
on the ground for the purposes of reducing vibration and in deadening the sound is
with the addition of our compressible rubber tyre resolvable into an unbroken
wheel (when inflated) with a few inches more diameter this diametrical increase
being determined by the depth of the air-chamber and the volume of air contained
therein. The circumferential expansion is uniform all over the tyre excepting of
course the part on the ground which has an action similar to that (the yielding
power) of a pneumatic tyre but being in its nature not susceptible to injury as is
the case with the latter.
Dated at Glasgow this 19th day of March 1896
JOHN BALLANTYNE SMALL.
PETER MAC LELLAN.
J. W. O. WALKER.
A Pneumatic Expansion Wheel for Various Kinds of Vehicles,
Cycles, and other Rolling Bodies.
We, JOHN BALLANTYNE SMALL Pneumatic Wheel-builder of 7 Great George
Street, Hillhead and PETER MACLELLAN India-rubber Manufacturer, Glasgow
Rubber Works, Maryhill, and JAMES WEDDERBURN OGILVY WALKER,
Manager of Glasgow Rubber Works, Maryhill, residing at 11 Huntly Terrace,
North Kelvinside, late of 71 Oxford Drive, Kelvinside, all in the City and
County of Glasgow do hereby declare the nature of our invention, and, in what
manner the same is to be performed, to be particularly described and ascertained
in and by the following statement, in writing :--
The said invention relates to a pneumatic segmental expansion or spring wheel
composed of a number of free acting independent segments in its circumference
encircled by a contractile band or tyre of extensible or elastic india-rubber, or
analogous material or by any equivalent device. The segments when placed

page_text: circumferentially in position complete the wheel and can be used without the
contractile band or tyre in which case an inextensible or rigid metal tyre preferably
channel shaped may be substituted therefor. Each segment is perfectly free in its
action on the ground, or in the endless tyre channel, and communicates its
vibration to an air chamber or pneumatic cushion in and around the nave of the
wheel where it is finally absorbed. The outer ends of the spokes are preferably
fitted one near each end of each segment and the other ends are fitted into plungers
-acting on the pneumatic cushion, each plunger being also made segmental, the
complete set entirely embracing the air chamber or pneumatic cushion. Each
plunger acting independently of the other has complete free action and the expansive
action on same is limited by rigid hub rings placed on either side of the spokes.
The wheel can be made with only four segments, that is to say, two semicircular
segments on one side and two on the other, or with six segments, three on
one side and three on the other, cach segment representing, as near as their
free action will permit the third of a circle in the latter case, or the half of
a circle in the former, or it can be made with eight or ten segments four or five
on the one side and four or five on the other, in all cases there being preferably
two spokes for every segment.
In order that our said invention and the manner of performing or carrying same
into practice may be understood we have hereunto appended four sheets of drawings
in which the same letters and numerals are used to designate the respective parts
in all the figures where shown.
Figure 1 on Sheet 1 is a sectional elevation showing one modification of our
improved pneumatic expansion wheel constructed in accordance with our invention
and is partly broken away.
Figure 2 is a quadrant or segment of the wheel showing spokes fitted with nave
plungers and circumferential segment, while
Figures 3 and 4 are side and cud views of nave plunger to a larger scale the
spokes being broken away.
Figure 5 on Sheet 2 shows a front or outer elevation, partly broken away, of a
wheel constructed in accordance with the modification shown in Figure 1.
Figure 6 on Sheet 3 is a view showing method of erecting the wheel, and
Figures 7 and 8 are circumferential inner plan views spread or flattened out
indicating the method of securing inner and outer segments together.
Figure 9 on Sheet 4 shows drum used in the manufacture of a tyre or an air
chamber also air chamber in process of manufacture for the purposes of our
improvements.
Figure 10 is a sectional view of half of the nave of a wheel of a slightly modified
construction to that described in Figure 1.
Figure 1 is a sectional view of felloe, metal rim, and spoke broken away
illustrating another modification and to show eccentration or alternately stepped
position of spokes in relation to the felloe, and
Figure 12 shows a spuke illustrating our internal expansion spoke arrangement.
Referring to Figures 1 to 8 of the drawings, these consist of viewa illustrating a
wheel composed of eight rim segments and sixteen spokes, four segments on the one
or inner and four on the other or outer side of the wheel, two spokes being attached
to each segment, the whole being held together by an interlocking ring and the
braces and rings at the hub of the wheel.
According to the sectional view Figure 1 the nave K is formed with ridgel
support rings or annular shoulders K K on the outside edges thus forming an
auuular recess around it. In this recess C a pneumatic chamber or cushion Cis
placed, formed as a tube of india rubber or rubber and canvas which, when inflated
by the valve V is securely retained in position on the nave K. Concentric
rings C and C of solid rubber or formed with internal rubber cushions rest
on KK to prevent chafing, and in event of deflation, add to the rigidity of the
whole structure. On the pneumatic chamber C rest the plungers P, P', to which
the spokes F R are attached and which are encircled and held rigidly together;

page_text: with the air in compression, by rings H'H' these two rings being concentric with
the axle, the one H on the inner side and the other H2 on the outer side of the
spokes. A flat or disc ring H³ of metal on the inside and another H' on the outside
are firmly held together by the braces or spoke guides G which also bind and secure
the rings H1 H2 in place. The outer nave disc H is fastened to the inner disc H³
by three or other number of bolts II the whole being braced together by the
braces G and firmly secured by the brace rings GG on the inner and outer sides,
respectively, of the hub by nuts screwing on to the studs G' G. The number of
these guide or brace rings G, G and their size, shape, and weight sustaining
power, are arranged according to the weight and carrying power of the wheel as
are also the number size and weight sustaining power of the spoke gui les G secured
to the said rings. Also the distance they, the rings and spoke guides G attached
thereto extend from the hub will all be arranged in accordance with the sustaining
power they are required to endure for the upholding of the wheel and for the rigidity
thereof with the air tube C inflated or deflated.
The rim is composed of outer and inner angle iron segments S over which the
contractile or other tyre not shown in the drawings, when used is placed at T, as
shown particularly in Figure 1 with the segment brace SB shown in section and
segment brace pin S10 in position also interlocking guide ring G and spokes F, R³
all to be hereinafter referred to in reference to the other figures.
Figure 2 is a quadrant or segment of the wheel showing one rim segment S and
the plungers P P their corresponding spokes F, R. and spoke sockets S, S' in
position; S on drawings indicating the point of union of the spokes and sockets, and
as indicated by dotted lines the segment braces SB are placed to hold the sockets S'
in position within the segments S. The sockets S' in the form of elongated blocks
are made of wood for wooden spokes, and of iron for iron spokes, all as specifically
described. The spokes are firmly socketed into one socket each, or one socket can
be made for the two spokes, in every quadrature or sub-division of the wheel. In.
small wheels only one socket for the two spokes.is used.
Figure 3 is a side view of the plunger with spoke F³.
pa is the hole bored through the plunger for the insertion of the spoke, P* the
point in the plunger whereat the spoke is morticed, as in the case of wooden
plungers, but in the case of iron plungers they are welded thereat.
Figure 4 is an end view of Figure 3. The plungers are fitted with strips of
india rubber L, three on one side and two on the other, or as shown four on one
side with three on the other; or with greater numbers of strips, preferably with
an even number on one side, and an odd number of the other. These strips of
rubber, for convenience not shown in other figures, when the plungers are circum-
ferentially placed, in position around the nave, interlock and jam against each
other relatively with the force of the inflation or with the load on the wheels.
Thus with these interlocking paddings, composed of strips of rubber of graduated.
hardness embedded in grooves in the sides of the plungers, every spoke is totally
insulated, the one from the other, and interchange of vibration thereby reduced to.
a minimum.
Figure 5 is an elevation of the outer side, partly broken away, showing a.
complete wheel relative to Figure 1.
All the spokes marked F to F are the front spokes so called for convenience of
description, being the spokes at one end of the segments on both the outer and
inner segments as also. indicated in the segment plan view Figure 7, and all the
spokes, from R' to R³ are the rear spokes being those near the opposite end of
such inner and outer segments. His the outer hub ring of the same size and
strength as H the inner hub ring, as shewn in Figure 1.
C in Figure 5 is the air chamber entrance where the inflating valve V is placed..
H is the nave disc composed of iren, or other metal, covering the front of the nave
and joined to H³ the inner disc, by the connecting rods or bolts H the arms of
the hub braces G, four in number, are shewn on the front side clasping H and H³.
the outer and inner discs.

page_text: G' is the outer brace ring fixed to the four arms of the braces G by means of
nuts, at the four points G.
As already mentioned, there can be eight or sixteen of these braces G each
secured as at the points G. On the opposite side to G, the outer brace ring,
there is the corresponding ring G the inner brace ring, which is similarly secured
to the braces G, as at the points G.
S, S, are the segments, the undulating guide ring G¹ shown in Figure 1, and in
dotted lines indicated in Figure 7 being fixed in the segment channel. The
valve V or valves may be made to protrude through the plungers instead of
protruding from the side, as shown in the drawings hereof, in which case more
than one air tube can be used resting in the one air chamber recess.
Figure 6 is a front or outer view with nine spokes of part of the wheel shown,
demonstrating the placing of the segments.
P is the fore plunger, and P1 the rear plunger of each segment.
The distribution of the spokes is as follows:-As an example F7 is the front
spoke and R' the rear spoke of segment. S' on the outer side O of the wheel, as
shown also in the diagram plan view Figure 7, F8 is the front spoke and R³ the
rear spoke of segment S8 and shown also in the plan view Figure 7 on the inner
side 1. Other outer spokes, fitted to their respective segments, are correspondingly
marked F and R, and belong to segment S, while the inner spokes F and Re
belong to segment S. S is the one end or heel of segment S5, St is one end
or the toe of S7 segment, and in like manner all round the periphery of the wheel,
are the segments placed, heel and toe to each other.
The even numbers from two up to eight, it will be observed, are all on I or
inner side, and the odd numbers from one up to seven are on Oor outer side, all
as indicated in diagram segment plan view Figure 7.
Figure 7 is a diagram plan view flattened or spread out of some of the
segments; I is the inner side; O is the outer side; S6, S, and S2 are respectively
the segments on the inner side; S³, S7 and S¹ are re-pectively the segments on
the outer side with their respective spokes front and rear, which are marked F,
R', F and R, F8, R8. G' is the undulating guide ring, as indicated in dotted
lines interlocking the spokes and sockets and securing the segments together by the
bolts So, seen more particularly in Figure 1. S and St are the heel of the
segment S and toe of the segment S. "S4 and St are in like manner, the heel of
segment S and toe of segment S8 and S4 and St the heel of segment S5 and toe
of seginent S. SB shows the segment braces and So the segment brace bolts
which will be all specifically described in combination with the following
figure.
Figure 8 is a plan view flattened out of the segments laterally held together by
means of an undulating interweaving band of iron G₁ and segment braces SB
the segment braces only being shown in this figure. To prevent the shifting of
the segments from side to side, blocks of indiarubber or gutta-percha are inserted
between their adjacent edges preventing their chafing against each other while the
wheel is in rapid rotatory motion. These segment braces SB may be secured by
screwed bolts to the segments, or be welded to or cast in one piece with same as
indicated in the figure and the bolts SB be screwed through as shown in Figure 1,
but other means of securing the bolts may be used. As shown in the drawing,
they are fixed alternately to each segment, one brace being welded or secured to
the inner side and fastened by means of bolt S10 and undulating ring G¹ to the
outer side, the next bracing coming from the outer side and fastened by bolt S10 to
the inner side, which bolts go right down into the segment channel to prevent
lateral motion being held by the guide ring G', thereby binding the outer and inuer
segments S together and holding them perfectly rigid as a wheel structure as shown
in dotted lines in Figure 7 and in Figure 1 by which means a segment that belonged
to one or even two broken spokes would be still held perfectly rigid by means of
the guide ring G1 and by the rigid structure composed of segment braces SB aud
segment brace bolts S10."

page_text: Referring to Figure 9 on Sheet 4 of the drawings which illustrates the process
of manufacturing our auto-compressible indiarubber tyre or elastie band and the
air chamber or pneumatic tube for the nave to be used in combination with the
wheel structure herein before described.
In reference to the construction of the air chamber and of the tyre, the drum D
on which the rubber structure is prepared may be made of wood, zinc, tin or other
suitable metal or material and have spokes Di and a pivot or axle D on which the
drum rotates. On to this drum D the diameter of which may be 24 inches or
thereabout is placed a sheet of rubber 1 of sufficient length to allow of joining.
After joining is completed, bridge picces B are erected on the rubber sheet T the
number of which for ease of marking off on the drum D, may be eight, sixteen,
thirty two or sixty four. Supported by, these brilge pieces another rubber
sheet T is carried around and joined, and a second series of bridge pieces B¹ being
erected in the same radial line with the first set, the rubber sheet T' is placed over
same and joined as in the previous cases. These bridge pieces B allow the free
ingress of air into the interspaces and readily "winnow" or wind-dry the rubber.
solution which may be applied with a brush on the lower side of the rubber
sheet T or on both sides of T2 and on the upper side of T. After the solution
is perfectly dry the bridges or spans B are withdrawn one by one and the rubber
sheets are united without any undue tension on their superficies when united. In'
this manner are formed the inner and outer circunferential walls of the air
chamber.
When the rubber sheets are united as ove described they all give equal
contractility according to their respective me surements at the normal strain.
For the inanufacture of the tyre a similar rum of appropriate size is used, and
assuming that it is for a 60" diameter wheel or out 180 circumferentially with a spare
inch or so, for overlap, the three rubber skii, or sheets would be cut as follows:-
T' would be cut to give a circumference of 10 T 170 and T 160. Thereby the
outer rubber would be contracted 10" on the middle, and 20" on the inner layer or skin.
These three rubber strips ready for solution and all marked off into say eight,
sixteen or thirty two parts, the circle would be placed on the drum, in the order.
of T T and T great care being taken to avoid any undue stretch or abnormal
teusion on any portion of the rubber circle which with our manufacture process
could ensily be avoided by having the four cardinal points respectively bridged at
the corresponding quadratures which are all carefully marked off on the surfaces
of the rubber skins or sheets and afterwards in like manner, the eight, sixteen or
thirty-two parts, as the case may be, by which exact mensuration means every
portion of the solutioned rubber retains with unition or junction, its normal strain,
throughout without any undue tension at any subdivision or part thereof. The
three strips in unition form the completed tyre, which on being taken off the
drum, with the solution perfectly dry give contractility all as already specifically
described. The rubber air-tube in the air chamber requires to withstand the
greatest amount of wear and tear, on every part of its circumference through the
continuous action of the plungers, in the rotatory motion of the wheel so that in
the case of air tubes, these tubes of different diameters are similarly treated, or
exactly as in the case of the hands already described, sheets of thin rubber,
solutioned at the overlaps, can be used.
Figure 10 shows the section of one half of a nave of modified construction from
that shown in Figure 1. G is the brace, H' the inner hub ring, H' the outer hub
ring, W W are paddings composed of rubber or guttapercha, placed hetween H
and H respectively and the plunger, P is plunger, C air chamber or pneumatic
cushion, Cbed of air chamber, C the air space solid rubber ring on the inner
side of air space resting on K, and C the air space solid rubber ring, on
the outer or inflation side, resting in K, and V the valve for inflating the air
chamber..
The rubber paddings W W are placed on while the air chamber is in the deflated
The solid rubber cushion rings, in this figure, are of unequal size, C* on the

page_text: on in
inner side is 3" assuming the transverse cut of the nave to be 10" and the solid
rubber ring C is only 1" while the air chamber takes up the remaining space. The
air space rubber ring C is composed of hard and soft rubber hard towards the
plungers and soft or of pure "Para" towards the nave, and is fixed
the following manner :-Rubber strips not shown in the drawings are nailed
or tacked into grooved recesses on the plunger faces at P4 Figure 4, and the finest
quality of "Para" rubber solution is placed thereon, after which the rubber
cushion ring C³ Figure 10 is fastened on and the whole structure is then ready for
the insertion of the nave which is then thrust through, and the processes of hub
bracing, commenced.
The rubber ring C is not necessarily permanently fixed as is the case with C³
but is preferably detachable. If the structure tightly fits, the saine is with
inflation held in suspension, the expansion of the plungers in centrifugal action,
taking place immediately the air sack begins to tighten on the plungers which
drive the rubber paddings W W against the iron rings H and H2 thus rendering
the entire wheel structure a rigid mass.
With
Figure 11 shows a sectional view of wooden felloe, iron tyre, and spoke.
this modification the number of spokes F go by pairs or say the wheel would have
four, six, or eight spokes and upwards these spokes being alternately stepped to
the outer and inner side of the felloe as shown. F is the spoke, y a spike of iron,
steel, or hard wood or other material, y' a ferrule or metal ring, y a rubber cylinder
on which the ferrule rests and the encircled portion of the spike tip, and through
which is placed the bottom portion of the spike, y is the wooden felloe, y* the
endless iron tyre.
The air tube in the nave being completely deflated, the rubber tips are fixed ou
to the spikes and the felloes placed on, in the ordinary manner and the endless iron
tyre placed over the felloe, so with the ordinary rigid wheel, this done, expansion
is then given, at the nave and the spokes sink into these cylindric rubber tips
whereby elasticity is obtained from the periphery to the hub rings and simul-
taneously to the air chamber, wherein the final absorption of vibration takes place,
no vibratory tremours or concussions passing beyond the plunger tips, in circum-
ferential position around the wheel nave.
Figure 12 shows an elevation of our internal expansion spoke extending from the
tip of the plunger through the centre of a tubular metallic spoke, when such is used.
Z is the internal expansion spoke, Z' the plunger thereof fixed inside the plungers P,
Z2 is the plunger at the opposite extremity which rests on the periphery of the
wheel. These internal expansion spokes are preferably made of iron, or wood of
the hardest description, and have rubber plungers at both ends as already specified
a button shaped indiarubber plunger Z at the plunger point P dove-tailed and
protruding about a quarter of an inch and at the tip resting on the wheel periphery
there is another rubber plunger or rubber tip Z³.
These internal expansion spokes Z only act when the air chamber is inflated,
the entire rigidity of the structure depending on the outer spokes F either
deflated or inflated, but when under inflation increased rigidity, with its corre-
sponding clasticity, is obtained from the air space to the rigid periphery, the
said internal expansion spokes in no way increasing the pressure on the hub
rings Hand H2 but entirely exerting their pressure on the periphery and air sack
whereon they rest and on which two points, centrifugal and centrepital action is
directly obtained, they being held in equipoise, with every concussion transmitted
from the iron tyre to the air chamber wherein the said sounds or concussions are
finally absorbed.
These internal expansion spokes work up and down in the manner of a piston rod
and can be made to protrude a quarter of an inch, more or less, the tubular metallic
spoke acting as the guide. The said internal expansion spokes can be used with or
without the contractile tyre or with the iron tyre in which case the expansion is
limited by the said iron tyre which is preferably made of channel iron to hold it

page_text: on in the event of sudden deflation of the air tube in working in said channel, the
air chamber directly receiving all these concussions.
As a modification of our pneumatic expansion wheel, an ordinary endless iron
tyre mounted with wooden felloes, of the ordinary description, can also be used,
in which case the expansion is from the nave terminating at the rubber tips of
the spokes resting on the rigid periphery of the wheel, in which case the radial
structure is all made and built up exactly as already specifically described, with
spokes placed either in the centre of the plungers, or alternately towards each side
as shown in Figure 3, in which operation the plungers are with air tube deflated,
all heavily padded with rubber or analogous material of a like yielding nature, and
then the air tube deflated, the wooden felloes are fixed on to the ends of the rubber
tipped spokes, after which the endless tyre is placed around same, in the usual
manner, of an ordinary or rigid iron tyre.
For cycles and the lighter description of auto-motor or horseless carriages, lighter
wheels are made the modifications being made as follows:-For cycles, the lighter
metallic segments are all fitted into a channeled rim and for auto-motors, metallic
or wooden plungers may be used. In the case of metallic plungers they are all
hollowed out and likewise the spokes are metallic and hollowed out, and where
visible are embellished, the same as the tubes of a cycle frame.
Aluminium is wherever practicable employed in making the metallic structure of
the nave and the circumferential expansile parts thereof.
I is the inner, the off or the non-inflation side and O is the outer the near or
inflation side in all the figures and the arrows indicate the supposed line of
traction.
Although the wheel has been described as having two spokes to each segment
the number of spokes may be varied to suit certain requirements, also the spokes as
described may be used in combination, that is two of the spokes For R may be
used in combination with one internal expansion spoke.Z between them, or various
combinations may be used.
Having now particularly described and ascertained the nature of our said inven-
tion and in what manner the same is to be performed we declare that what we
claim is
First. The method of manufacturing or constructing a pneumatic expansion wheel
for vehicles, cycles, and other rolling bodies substantially as herein described in
reference to and shown in the accompanying drawings.
Second. The hub braces G, in combination with G G G and G, holding
together rigidly around the wheel hub, the two hub rings Hand H2 substantially
as herein described in reference to and shown in the accompanying drawings.
Third. The inner hub ring H¹ and the outer hub ring H in combination holding
together rigidly around the wheel hub, a circumferential segmented arrangement
of independent or free-action spoke fixed plungers or air displacers, radial arms or
their equivalents, substantially as herein described in reference to and shown in the
accompanying drawings.
Fourth. The combination, comprising the inner disc H³ the outer disc H', the
nave disc H and the disc bolts Hholding together the nave disc H and the inner
disc H substantially as herein described in reference to and shown in the accom-
panying drawings.
Fifth. The combination, comprising the nave K with rigid support rings K¹
and K' and dises H3 and H centrepitally pressed by air tube or air tubes under
pneumatic pressure, and held by disc bolts H with hollow recess C giving with air
expansion, centrifugal action to the plungers P rigidly held by outer metallic rigid
structure of the wheel hub, substantially as herein described in reference to and
shown in the accompanying drawings.
Sixth. The oblong plungers or air displacers P and P' attached respectively
to F and R wheel spokes or otherwise fixed into endless tyre with wooden felloes,

page_text: all as specifically described and shewn in Figures 3, 4 and 11, and with tubular
metallic spokes with internal expansion spoke Z all as specifically described in
Figure 12 substantially as set forth.
Seventh. The plungers P and P' attached respectively to wheel spokes, F and R
and socketed in spoke sockets S as shown in Figure 2 or with two spokes socketed
in the one socket all as specifically described.
Eighth. The arrangement on the two sides of the plungers of reciprocal or
interlocking strips of rubber, or analogous material rendering said plungers insulated
and independent of material homogeneous with spokes and plungers, and also the
rubber packing embedded on plunger tops as shown in Figure 10 substantially as
set forth.
Ninth. In a wheel, as herein described, the guide ring G fixed between the
segments, or in segment channel, as shown in Figure 7 substantially as set forth.
Tenth. The combination of rubber pads and guide ring G' in segment channel
for sound deadening also as a preventative against the shifting and chafing of the
segments, substantially as set forth.
Eleventh. The arrangement, in combination of segment braces S B and segment
brace bolts S10 as shown in Figure 8 of accompanying drawings.
Twelfth. The arrangement of independent or free action longitudinal segments
all as specifically described and shown in Figure 7 of accompanying drawings.
Thirteenth. The method herein described of manufacturing an auto-compressible
or auto-contractile tyre, and air chamber tube, composed of shrunk or contractile
rubber, all as specifically described in reference to Figure 9 of the accompanying
drawings.
Fourteenth. The herein described pneumatic radial or wheel structure from the
nave to the spoke tips, as shown in Figure 1 and with air space rubber ring in internal
cushion C³ of unequal breadth, with its concentric rubber ring Call as shown in
Figure 10 in combination with rigid structure and endless, iron tyre all as shown in
Figure 11 with spoke tip and socket fixings, all as shown and specifically described
in said Figure 11.
Fifteenth. A pneumatic expansion wheel composed of independent or free action
longitudinal segments as shown in Figure 7 and expansible from the nave to the
periphery by means of pneumatic or air pressure force, as shown in Figure 1 and
held rigid at the hub by means of inner and outer hub rings H' and H2 in conjune-
tion with outer hub supports G G and G4 screwed on or otherwise rigidly fixed
together at G³ and G with G' in the segment channel or with endless iron or metal
tyre, all as per Claim No. 14 hereof with as in the case of metallic tubular
spokes, internal expansion spokes Z with the plungers thereof Z' and Z2 all as
shown and specifically described in Figure 12 hereof, all forming in combination a
pneumatic expansion wheel.
Dated the 18th dox of December 1906
W. R. M. THOMSON & Co.,
96 Buchanan Street, Glasgow, Agents.