Improvements in Vehicle Wheels and Axles, more particularly for those in use in Carts and Waggons.
Year: 1897

page_text: Date of Application, 9th June, 1897
Complete Specification Left, 9th Mar., 1898--Accepted, 7th May, 1898
Improvements in Vehicle Wheels and Axles, more particularly
for those in use in Carts and Waggons.
I, EDWARD LENNON CANTWELL, Civil Engineer, of 5, Old Post Office Street,
Calcutta, British India, do hereby declare the nature of this invention to be as
follows:-
This invention relates to improvements in vehicle wheels and axles, more par-
ticularly the wheels and axles in carts and wagons used for heavy traffic.
The principal disadvantage of the flat bar tyre in use at present on cart and
wagon wheels is that under a heavy load it speedily lengthens out under the
hammering it receives in travelling over stone, metalled or macadamized roads;
the consequence being that several times. during the year the cart or wagon has to
be put out of work for a day while the tyre has to be cut, shortened up, fired, and
shrunk on again and if this be not done at once the wheel speedily collapses.
In this improved wheel the tyre, having a channelled section cannot lengthen
out longitudinally under the heaviest traffic, and being of mild steel will last some
six to seven years without ever having to lay up a day for repairs and provision is
made for changing the wearing parts of the axle when worn down.
In the drawings hereunto annexed and which are to be read as part of this
specification the same letters or numerals indicate the same parts in each figure.
Fig. 1 is a side elevation of a complete wheel.
Fig. 2 is a vertical section of the same with part of axle.
Figs. 3, 4, and 41 show three forms of channel tyres in cross section.
Fig. 5 is a cross section of a cast iron nave.
Fig. 6 is a longitudinal section of same with all solid axle shown.
Fig. 7 is a cross section of another form of cast iron nave.
Fig. 8 is a longitudinal section of same with part solid and part tubular axle
shown.
Referring to the drawings it will be seen from Figs. 1 and 2 that the wheel
consists of a channelled tyre A preferably of the section shown in Figs. 3, 4,
and 4', lined with shallow wood felloes B which receive the heads of the spokes C
the inner ends (the heels) of which C₁ are received in cast iron sockets D) on nave
and are wedged up into the felloes by a hard wood wedge E driven in under
the head of each spoke, and after being driven home the head of the wedge is
dressed off and shut in by a small plate iron door F which slides down in grooves
in the edges of the socket openings and is itself prevented from dropping out as the
wheel rotates by a small screw G passed through its centre into the head of the
wedge. A hole G₁ is left in the back wall of each spoke socket to allow of
the wedge being driven out when it is desired to change it.
In fitting the felloes into the tyre ring the ends are tongued and grooved into
each other and a wood key made to be driven through the ends horizontally at one
or more of the joints, or preferably to close up the ends and complete the circle, a
small wedge shaped section of felloe H may be used, which is bolted to the tyre,
the half round head of the bolt J being countersunk in the face of the tyre A,

page_text: The channel sections of steel tyres, shown in Figs. 3, 4 and 4' are intended for
use on macadamized roads; for use on farms the face and back of the tyre need not
be rounded, and the width of the face would be from two and a half to three inches
and the side flanges may be of a uniform thickness or may be tapered, but for
heavy wagons on macadamized roads, all the proportions shown in Figs. 3 and 4
may be enlarged to the desired extent. In Fig. 4 the inner face of the channel is
perfectly level in cross section and the outer face is curved convexly and the
two side flanges have their outer faces vertical but the inner faces are tapered off
from base to tip so as to allow about half the quantity in thickness of metal at tip
as is given at base.
In Figure 3 the section is the same as in Fig. 4 save that the inner face of the
channel plate is also curved convexly but in a slightly lesser degree than the outer.
The only advantage gained by this convexing is that when the face of the tyre
has worn down completely it tends to prevent lateral expansion and instead of
splitting in the centre, as it would have a tendency to do, in the form shown in
Fig. 4, it will split at points K and L thereby leaving two clear rings of steel
which will have a marketable value but it will be found more difficult to fit the
felloes in than in Fig. 4. Tyres having only a two inch face or less have their
flanges splayed outwardly until the top measurement across is not less than two
and a quarter inches to receive wood felloes of that width (see Fig. 4).
In the cast iron nave illustrated in Figs. 5 and 6, certain recesses M are left
from points N to O to be stuffed with tow and tallow which will last a long time
as lubricant; and in addition a screw plug N' is fitted to admit of oil being poured
into the cavity which will find its way down the tapered axke. Iron ribs P are
projected to meet the axle so that it shall wear evenly throughout. Figures 7 and 8
show a modification of the cast iron nave, the interior of the socket being uniform
and in touch with the axle throughout, and to tighten it, flues Qare run through
it from end to end, openings R being left in one or more flues at each end for the
purpose of greasing or oiling the axle without removing the wheel and after use
closed with a cork or wooden plug. The ends of the flues can be closed with wood
plugs if desired.
The improved axle consists of a tube for the central part S under the cart and
having tapped and threaded ends to receive the end of the threaded shank T which
passes through the nave, a bolt U being run through both to prevent unscrewing.
Instead of a solid shank a tube may be used.
As a modification, instead of a central tube a bar with its ends knocked up
and bored out into tube form may be used with the shanks screwed into it and
secured therein by any suitable means. With this form of axle the central part
always remains good for work and when the shanks wear down they can be removed
and replaced by new ones. In Fig. 6 the ordinary axle which may be used when
desired, is shown fitted with two leather or other suitable washers V and V¹ to
prevent the entry of dust, and a screwed cap W with its pin X to prevent unscrew-
ing as the wheel revolves is fitted on the tip of the axle to permit of the washers
being tightened up to the desired point. Fig. 8 shows a solid shank as in Fig. 6
but its inner end is screwed into a tube S and if desired a short length of the tube Y.
may be screwed on outside end of main tube to strengthen it.
In Fig. 8 Z represents a wedge, half inch thick, alongside the outer face of heel
of spoke in cast iron socket to permit of any single spoke being changed without
disturbing the other spokes. To change the spoke the wedge under its heel is
knocked out, wedge Z is driven downwards and removed, then the spoke heel being
loose in the socket is bent over on one side until its top clears the felloe when it
is removed and replaced by a new one if desired.
HERBERT HADDAN & Co.,
Agents to Applicant.

page_text: Improvements in Vehicle Wheels and Axles, more particularly
for those in use in Carts and Waggons.
I, EDWARD LENNON CANTWELL, Civil Engineer, of 5, Old Post Office Street,
Calcutta, British India, do hereby declare the nature of this invention and in
what manner the same is to be performed to be particularly described and ascer-
tained in and by the following statement: -
This invention relates to improvements in vehicle wheels and their axles more
particularly those used in carts and waggons employed in heavy traffic.
The disadvantages which this invention proposes to remedy are:-
1. The flat bar tyre in use at present under a heavy load speedily lengthens, from
the hammering it receives, in travelling over stone metalled macadamized road's;
the result being that the cart or waggon has to be put out of work several times
during a year while the tyre is being out, shortened up, fired and again shrunk on
the wheel, and if this be not done at once the wheel speedily collapses.
2. In all the wheels hitherto produced the methods devised for constructing the
nave or boss and for tightening up the spokes are altogether too complicated and
cannot be effected without the aid of skilled labor and putting the wheel out of
work for a certain time.
In this improved wheel these faults are remedied by the use of a tyre having a
channel section with side flanges of such a depth as will prevent its lengthening out
under traffic pressure and by simplifying the construction of the wheel, so that
should the spokes work loose from shrinkage of the wood or other causes, they can
be made perfectly tight by the carter driving a chip of a wedge under the heel of
the loose spoke without putting the wheel out of work or using skilled labor.
In the drawings hereunto annexed and which are to be read as part of this
specification the same letters or numerals are used to indicate like parts in each
figure.
The drawings are as follows:-
Fig. 1 shows a side elevation of a complete wheel. Fig. 2 is a vertical section
on A, B Fig. 1 of the same. Fig. 3 shows a plan of a cast iron nave wherein the
backs of the spoke sockets form part of an exterior central ring. Fig. 4 is a
similar plan wherein the sockets are set apart and independent of each other on
the same. Fig. 5 is a vertical section on line C, D, Fig. 3. Fig. 6 shows a front
view of a cast iron nave having the front of the spoke sockets wholly open from
top to bottom. Fig. 7 is a vertical section of upper half of wheel and part of lower
half with an ordinary axle fitted with a screwed cap on its outer end. Fig. 8
shows a vertical section of central part of wheel fitted with a capped axle, the
central part of axle under the vehicle consisting of a tube. Fig. 9 shows a vertical
section of central part of wheel fitted with an ordinary axle at present in use.
Figures 3 to 9 inclusive are drawn to an enlarged scale for clearness.
Figs. 10, 11, 12 and 13 drawn to half full size scale, show various forms of
channelled section tyres.
Shortly described; this wheel consists of a channelled section tyre E preferably
of the sections shown in Figs. 10, 11, 12, and 13 lined with shallow wood felloes F
which receive the heads of the spokes G the inner ends (the heels) of which are
received and held in cast iron sockets H on the nave J and are wedged up into
the felloes by a hard wood wedge K driven in under the heel of each spoke, the
head of the wedge being shut in by a small plate iron door L which slides down in
grooves M in the edges of the socket openings and is prevented from dropping

page_text: out as the wheel revolves by a small screw N passed through its centre into the
head of the wedge. A hole O is left in the back wall of each spoke socket to
allow of the wedge being driven out when it is desired to change it.
In fitting the felloes into the tyre ring their ends are tongued and grooved and
the terminals are joined up by a short wedge shaped length of felloe Z which is
preferably let in over the head of one of the spokes and keyed in its place by two
lateral cotters Z and Z2 or its position may be between two of the spokes and
secured in its place by a bolt passing through the tyre and a nut inside. Should
the felloes be found to shrink much, wedge felloe Z may be changed and a larger
one substituted or a lateral cotter 73 may be driven at any or all of the felloe joints.
As the flanged tyre bears all the strain on the rim the felloes being used merely
as cushions or liners to receive the heads of the spokes to save wood in curving,
the felloes are preferably of short lengths and joined up in the centre between the
spokes, excepting the two adjoining wedge key Z which are a little longer to meet
the key.
For the purpose of changing a spoke without disturbing any of the other spokes
a space is left in the spoke socket which is filled up by wood wedge P (Figs. 2,
7, and 9). To effect a change of spoke door L is removed, wedge K knocked out
and wedge P driven down and removed when the spoke G will drop down to
bottom of socket, the tennon G¹ being clear the spoke is pushed over until it clears
the underside of felloe F it is then lifted out of socket. In replacing a spoke the
operation is reversed and P which must be a little thicker at base than at top
is inserted with the spoke, the wedge K driving both up into their places. If
desired P. can be placed against back wall of socket instead of in front as shown
in Figs. 7 and 9 which would give a greater splay to the spokes.
Only 12 spokes are shown in the 4 feet diameter wheel represented in Fig. 1
but the number is of course increased or diminished according to the diameter
of the wheel.
In Fig. 8 a modification of this arrangement is shown whereby filling wedge P
is dispensed with by having the plate door L sliding down grooves M extending
tho full height of the socket and to strengthen it a bolt Q is passed through door,
spoke and the back wall R, of socket and is secured in its place by a nut R₁ at back
of wall. Bolt Q is inserted after wedge K has been driven home and door L
pushed into place and a slight space Q and Q² is left in spoke above and below
bolt hole, so as to permit of spoke G being further wedged up without removing
bolt Q.
As an alternative I use capstan headed screws working in shell of nave under
the heel of the spokes or under the wood wedges K for tightening up any slackness
in the spokes. The screws working in bored out and tapped holes in shell of nave
and passing into enlarged parts of ridges S.
The cast iron nave is preferably constructed as shown in Figs. 5, 7 and 9.
Internally ridges S project longitudinally under the centre of the spoke sockets,
the series of ridges being joined up in the centre by a ring T, spaces U being left
between ridges S for holding lubricants such as tow and tallow mixed, which
would last for months if forced in properly from the open ends of the nave on
each side. To permit however of either oil or grease being supplied to the axle
without removing the wheel two holes V (one on each side of ridge T) fitted
with a screw plug V1 are provided in the nave between and at base of side
walls of sockets. Externally the spoke sockets abut against each other and form
part of a central ring W on the nave. In Figs. 4 and 8 the spoke sockets are
shown set apart from and independent of each other, in all other respects the nave
is similar to that above described save that there is a full length plate door L
and piece P is dispensed with as shown in Fig. 8.
When space between sockets is greater than that shown in Fig. 4 say to the
extent three inches the socket opening is preferably placed on the inside (that is
forms the back wall) instead of on the outside as shown in these drawings.
The axles: Three forms of axles are shown in Figs. 2, 7, 8, and 9. Figs. 2

page_text: and 7 show the old form of axle, but having its tip threaded to receive screwed
cap X which on being screwed up presses against washer X recessed in face of
nave J which pressure reacts on axle shoulder X2 which is brought taut against
washer X3 recessed in back of nave. Two or more washers may be used in front
and at back of nave and if the cap X be fairly screwed up very little dust will
find its way inside of nave, to the axle journal X. After the cap is screwed up.
the pin X is passed through cap and axle to prevent the cap unscrewing from
the pressure of the nave against it and to allow of the cap being screwed up to
any desired degree the pin hole Y in the axle has the shape of a longitudinal slot.
The only duty the pin does is to prevent the cap unscrewing after it has been
screwed up to the desired extent; but so as to allow the wheel to revolve freely.
Fig. 8 shows the journal part of the axle the same as above described but
the central part under the vehicle consists of a tube Y¹ internally threaded to
receive the end X of the journal which is screwed into it and secured therein by
a pin bolt Y³. A short length of outer tube Y3 is shown added on to the end of
the axle tube to strengthen it, but that is not essential. With this arrangement
the central part of the axle always remains good, the shanks or journals being
simply unscrewed and changed when worn down.
Fig. 9 shows a cheap axle of the usual every day type which can be used with
this wheel when so desired.
Cast iron as being the cheapest is specified for the nave but any other suitable
metal can be used instead.
Axle boxes can be used in these naves when so desired by simply enlarging
the bore of the nave when being cast and by fitting the boxes in the usual manner
but as the cost of a nave weighing say 42 lbs., including the boring out and facing
for the washers would not exceed six to seven shillings, and as the provision for
lubrication will enable it to last a very long time, it will be found much cheaper
to change it when used up, than to fit an axle box into it which would probably
cost as much if not more than the nave itself. When an axle box is used in the
uave the ribs S and excentric ring T are dispensed with and I freely perforate
the axle box so as to permit the lubricant stored in the cavity between the box and
shell of nave to find its way through to the axle journal or it may be lubricated in
the usual manner as at present in use.
Figs. 10, 11 and 12 show sections of channel tyres which I preferably use for
traffic on macadamized roads but which of course should be enlarged or contracted
according to the traffic load the wheel has to bear. In Fig. 12 when the face of
the tyre has completely worn down it will split at points a and b leaving two
complete rings of steel formed by the side flanges which will be found a merchant-
able commodity. Fig. 13 I preferably use for farm vehicles, where an earthen
track has to be travelled over but with it the felloes are made deeper and stronger
than those above described.
In all cases I taper the flanges from base to tip preferably to the extent of
having the base double the thickness of the tip. I make the channel tyre ring
preferably of mild steel.
Having now particularly described and ascertained the nature of this
invention and in what manner the same is to be performed I declare that what
I claim is:
1. In a vehicle wheel the use of a cast metal nave or hub constructed substantially as
herein before described and illustrated in Figs. 1, 2, 3, 5, 7 and 9 in drawings
hereunto annexed.
2. In a vehicle wheel the use of a cast metal nave or hub constructed sub-
stantially as hereinbefore described and as illustrated in Figs. 4, 6 and 8 in drawings
hereunto annexed.
3. In a vehicle wheel an axle the outer end of which is threaded to receive a
flanged screwed cap X which is screwed thereon by pin X5 passing through a
circular hole in cap X and through an oblong hole Y in axle substantially as

page_text: herein before described and illustrated in Figs. 1, 2 and 7 in drawings hereunto
annexed.
4. In a vehicle wheel an axle the central part under the vehicle consisting of a
tube having a solid journal or shank secured in each of its ends the outer ends
of said journals being fitted with caps screwed thereon and secured by means of
pin bolts substantially as herein before described and illustrated in Figs. 8 in
drawings hereunto annexed.
5. In a vehicle wheel the use of channel section tyres constructed as herein-
before described and as illustrated in Figs. 10, 11, 12 and 13 in drawings, here-
unto annexed.
6. In a vehicle wheel in combination a cast metal nave or hub with interior
recesses for lubricants and exteriorly having sockets of the forins described to
receive and seat heels of spokes, spaces for wedges or screws under haels of spokes,
sliding door plates to shut in ends of wedges or screws, the heads of said spokes
being mortised into and abutting against wood felloes, said felloes being locked
into position by wedge keys or by a section of a wedge felloe, in a channel section
tyre forming the rim of the wheel, the whole forming a complete wheel sub-
stantially as hereinbefore described and illustrated.
Dated this 9th day of March 1898.
HERBERT HADDAN & Co.,
Agents to Applicant, 18, Buckingham Street, Strand, W.C.