Improvements in Antivibration Wheels for Cycles and Light Vehicles.
Year: 1890

page_text: Date of Application, 26th Sept., 1890
Complete Specification Left, 10th Feb., 1891-Accepted, 14th Mar., 1891
PROVISIONAL SPECIFICATION.
Improvements in Antivibration Wheels for Cycles and Light
Vehicles.
I, ALFRED CHARLES BROWN, of 129, Algernon Road, Lewisham, in the
County of London, Telegraph Engineer, do hereby declare the nature of this
invention to be as follows:-
In all cycle-wheels heretofore constructed the outer tyre, rim, or surface which
rolls on the ground, has been approximately circular in elevation and has been.
designed to touch the ground and support the weight successively by every point in
its circumference.
This invention consists however in the use of a wheel whose elevation is normally
a polygonal figure, made up preferably of a very flexible strap, or tyre, held out
at a considerable distance from the rigid circular rim, by a number of flat steel
springs, as described further on, (thus forming a polygonal figure of as many sides
as there are springs,) and designed to bear on the ground chiefly at its spring-
supported corners, but with a very soft and elastic tread, due to the action of the
springs, of which, in consequence of their compression, a number are usually
bearing on the ground together.
To accomplish this I attach to the rigid rim of an ordinary wheel a number of
flat steel springs, fixed by bolting, or otherwise to the rim at their roots, and then
extending out away from the rim diagonally in the same plane, at a moderate angle
from a tangent to the rim drawn from each of their roots, so that their outer ends
stand at a greater radial distance from the centre of the wheel than the rigid rim
to which their roots are attached. The extreme outer ends of the springs are then
tipped back for a short distance, so that the surfaces of these tipped back portions
form approximately short tangents to the larger circle which would circumscribe
them. If an ordinary U shaped rim is used the root portion of the springs where
they touch the rim, may be hollowed out so as to fit, and lie in it, so as to give the
fixings greater strength for resisting side-strains. Or the roots of the springs may
of course be adapted to any sectional shape of rim, but if fixed in the manner
described below they will be amply strong to resist side-strains even if left quite
flat and laid on a rim of flat or any concave section. For this purpose I prefer to
construct the springs with one round hole and one slot of a diameter and breadth
respectively exactly equal to that of the bolts or rivets to be used, the slot being in
the tail of the spring and the round hole for the more forward fixing, the distance
apart of the slot and hole being such that the tail slot of one spring comes under
the round hole of the next, which thus gives them two fixings each at a considerable
distance apart while only requiring one bolt and hole in the rim for each spring.
The object of the slot in the tail instead of a round hole is to provide easily for
irregularities in the exact distance apart of holes in the rims, without allowing any
lateral play in the fixings. Springs made and fixed in this way are therefore
exceedingly strong for resisting the great side-strains which they frequently have
to bear.
Instead of each spring being made of one strip of full thickness, it may of
course be composed of a number of thinner strips superposed.
The outer ends of the springs are then preferably connected together by a flat
leather band riveted to each of their tangential ends, and the two ends of the band
joined. Or instead of the leather band I may also use bands of india-rubber or
other material of circular, D, or any other section, and with or without a wire,
cord, leather strap, or light flat metallic strip imbedded therein, or affixed thereto,
to make them less extensible end ways, and these may be fixed to the spring ends in

page_text: any convenient manner. If the band used be not flat on the side which comes
towards the spring ends however, it is desirable to shape the latter to suit them for
better security in holding. The chief use of the band in this case is to tie the
ends of the springs together, rather than to transmit the pressure from the ground.
If the springs be separately tied to the rim in any manner therefore, so as to limit
their maximum allowable radial extension therefrom the band may in some cases
be dispensed with altogether. To do this I prefer to attach to each of the springs
at a point about one third of their length from their outer ends, a wire, or light rod
fastened by riveting or otherwise, and extending inwards through holes in the rim
large enough to allow them to slide freely in and out, and having nuts screwed on
them inside the rim to limit their outward motion, but not to prevent them from
sliding inwards so as to allow the springs to collapse up, if sufficiently pressed,
almost on to the rim itself. The points of the springs may then carry small rubber
sole-pieces, or feet, preferably half-balls with the flat side affixed to the spring, and
the convex side outwards to come on to the ground. These half-balls may also be
hollow or cup-shaped, so as to contain closed annular air-spaces to still further
soften the tread. When a tyre-band is used these pieces may also be fixed on the
outside over the ends of the springs.
The outward pressure of the ends of the springs may also be augmented by
spiral or other supplemental springs, acting on them either directly or indirectly
through connecting pieces, but I find the simple flat strip springs sufficient for the
purpose.
Or instead of the strip springs, levers, pivoted in the rim, or in lug pieces con-
nected thereto may be used, their outer ends being either pressed outwards by
springs, or their inner ends pulled inwards, to produce the same result, but these
are not so effective in resisting wear, or side-strain, as the simple flat strip springs
bolted to the rim as described above, and the weight of them is also greater.
The action of the above spring wheel whether with or without the binding strap
or tyre, is then as follows:-The weight of the vehicle is borne by a number of
springs more or less forcibly pressing on the ground, and the upward thrust which
sustains the weight is the combined upward reaction of them all, but from the con-
struction this upward reaction is only little (and that only gently) affected by
considerable variations in the radial extensions of the individual springs any one of
which may be pressed up almost on to the rim itself, without suddenly or violently
affecting the total upward reaction on the vehicle.
Obstacles or irregularities in the road also coming between the points of the
springs, or corners of the polygon, are of course without any effect at all on the
wheel when the unconnected springs are used, and have only very little effect when
the tyre-band is used, since the latter laps itself over them without transmitting
much upward thrust from them to the wheel, and even that has necessarily to come
through the springs.
The inertia of the vehicle and rider also both contribute to steady the motion,
and cause it to be affected gradually only by the average reaction of a considerable
number of cushioned spring impacts with the ground, and the machine or vehicle
fitted with these wheels may therefore be ridden over the roughest ground with an
almost perfectly smooth and even motion, and with an entire absence of vibration.
Dated this 25th day of Sentember 1890.

page_text: COMPLETE SPECIFICATION.
Improvements in Antivibration Wheels for Cycles and Light
Vehicles.
I, ALFRED CHARLES BROWN, of 129, Algernon Road, Lewisham, in the County
of London, Telegraph 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:-
The object of this invention is to produce a wheel whose extreme outer periphery
shall be flexible and highly resilient at all points to forces applied radially, so as to
have an elastic tread but as nearly as possible absolutely rigid against forces applied
out of the plane of the wheel. Such wheel can therefore roll on the ground and
adapt its outer periphery to the rapidly varying conformation of the ground and
obstacles over which it passes, without having to vibrate the mass and consequent
inertia of any rigid rim, or other part having appreciable weight, while retaining
great side rigidity transmitted right out to the ground to resist side deflection, and
the consequent side rolling and slipping actions found so disadvantageous with
hollow india-rubber tyres. It is also designed so that its resilient action may come
into play very sharply, and with a minimum of internal friction spent in bending, so
as by its more perfect elasticity to obtain a reaction tending to press the wheel
forward after passing every obstacle which far more nearly than formerly equals
the opposition which was experienced in front from the same obstacle, and thereby
to reduce the power wasted on vibration to the lowest possible extent.
To accomplish this I fix all round outside the outer rigid rim of any ordinary
wheel a number of outwardly pressing springs of various optional forms described
further on, in such way that while capable of yielding to forces applied in the plane
of the wheel, they shall each offer a very considerable resistance against side
deflection without requiring side flanges, guide plungers, or other sliding guide
surfaces involving friction. Or any other forms of springs may be used which can
be so made and fixed as to fulfil the above-mentioned conditions.
The springs may then either separately press on the ground through various
wearing sole pieces, of may be fixed to, and act to thrust out a band, whose essential
feature is that it shall be flexible in the plane of the wheel, but preferably as nearly
as possible absolutely rigid against edge bending from side-strains, so as to transmit
the latter to the points of attachment of a number of the springs.
In working out my invention I find that the greatest range of spring pressure,
combined with the minimum of weight, is obtained when spiral springs are used to
give the bulk of the outward thrust but they may be combined with strip springs to
increase the side rigidity. Where the spiral springs are used to act independently
on the ground their combination with separate strip springs is essential, but where
they are used in conjunction with a band of sufficient edge strength, as herein
described, the separate strips can sometimes be dispensed with, as their office is then
fulfilled by the continuous band itself, which can transmit the side strains to the
points of attachment of a sufficient number of spirals to carry it on efficiently to the
rigid rim of the wheel.
The accompanying drawings Figs. 1 to 8 shew various optional forms of anti-
vibrative wheel attachments constructed according to this invention. All are part
side elevations. Cycle wheels are shewn, but any other forms of wheel may be
used.
Fig. 1 shews the form I generally prefer to use for bicycles or tricycles except
for the steering wheels for heavy riders. It consists of a number of spiral
springs A, A, made of ordinary tempered spring-steel wire, of, for medium weights,
about 0.150 inch gauge wire, coiled to a diameter of about 1 inch outside the spirals,
and to a length of about 2 inches, making about 6 complete turns in the length.
The number of springs required depends on the weight to be carried & the particular
gauge of wire used. I usually place them about 24 inches apart. These springs are

page_text: preferably bolted to the rim by means of bolts passing through holes in the rim and
screwing into nuts or washers shaped so as to grip over, or else be themselves gripped
by the lower coil of the springs. Or the latter may of course be attached to the rim in
any other firm manner so as to strongly resist side deflection but it is desirable that
the rim should provide a flat or parallel basis to hold them upright. The two
upper edges of an ordinary crescent shaped rim will be found to answer this purpose
but an additional side strength can be obtained if a closed crescent section rim be
used having a flat top and with holes top and bottom to allow the bolts to pass
right through. The upper ends of the springs are then attached by bolting or
riveting or in any other firm manner to the before-mentioned band, which consists
preferably of a thin flat steel strip spring, whose edge is shewn at B B like a clock
main spring, of say about 0.022 inch gauge thickness by about an inch or an inch
and a quarter breadth, but I do not limit myself to any of the above measurements,
either for band or springs. The attaching bolts or rivets should have thin heads
outside the strip, and on the outer side of the latter to take the wear on the ground
I prefer to fix a leather strap, of preferably the same width as the steel by about
one eighth of an inch or less thick, shewn at C. This strap covers the heads of the
bolts or rivets which attach the steel band to the springs, and is itself preferably
attached by means of small thin headed rivets, or screws and nuts, placed midway
between the pairs of springs. Or of course rubber or other material of any section
may be used for the outer band, but I prefer to use leather as it absorbs less energy
in bending and prevents side slipping. As it is easily renewable it may also be used
very thin, which conduces to economy in power, and the softness of rubber is not
here required. DD shew certain blocks or buffers of rubber or other material
which may be cemented or otherwise affixed to the rim between the springs, to
absorb or lessen the final shock in case the springs are compressed up so as to touch
layer to layer in passing over a very large obstacle. The pitch of the springs is so
designed that they will always do this rather than break, and in the manufacture it
is desirable to compress them to this extent before they are put on, so that the
range of spring used is only that to which it is known they will return after being
compressed up to the utmost possible extent, and all chance of subsequent setting is
therefore avoided.
Fig. 2 shews the combination of flat springs with spiral springs acting on a band
as before described. This form has a very great side rigidity and is the form I prefer
to use for the steering wheels of bicycles and tricycles for heavy weight riders.
The strip springs E E are made out of steel of about the same substance as the
band. They are fixed between the spiral springs and the band by the same bolts
or rivets as attach the spirals, and then each extends down under the root of the next
spiral spring as shewn, and are there attached also by the same bolt which clamps
the spiral to the rim. They each then continue on round the rim and are bolted
again under the next spiral, the bolt in this case preferably passing through a
longitudinal slot in the tail of the spring instead of a round hole, so as to allow for
a little irregularity in the distance apart of the holes in the rim without permitting
any side shake.
These springs therefore transmit a great transverse strength right
out to the ends of the spiral springs and to the band, while still allowing the latter
to deflect quite freely in the plane of the wheel.
Fig. 3 shews. the same combination of springs adapted to run separately on the
ground, instead of being connected by a band. In this case the springs are each
tipped with leather or rubber sole-pieces as shewn, at F, fixed on by riveting or in
any other convenient manner.
Figs. 4 and 5 shew the flat strip springs used alone, respectively with and without
combination with a band. This shape is simple and cheap for use on vehicles where
minimum weight of springs is not a necessity, and it has great side strength. In
this case the springs are preferably formed of a number of thin strips superposed
one on the other, and all bolted to the rim together as shewn at J J.
Figs. 6 and 7 shew methods of looping strip springs G G, for use on light
vehicles having preferably axle, springs or spring frames in addition, and where

page_text: consequently a lesser range of elastic tread is sufficient. These forms make light.
combinations but their safe range is of course much less than that of the spirals.
The latter may be combined with the loops however as with the straight strips in
the manner shewn by the dotted lines H H. The loops shewn in Fig. 6 may also
of course be rotated into any other plane with reference to the plane of the wheel,
but are not then so well adapted to resist side strains.
Fig. 8 illustrates a method of forming spiral springs for use as in Fig. 1 on the.
ends of the spokes themselves where steel wire spokes are used, as II. These can
be passed right through the rim which may then be of tubular or any other section,.
and screwed directly into the hub. The lower bend of the spring then bears on the
rim either directly or through a shaped washer, and answers the purpose of the
ordinary butt head of the spoke. Or shorter pieces of screwed wire may be left on
the spring and which may then be screwed into the rim itself or fixed by a nut.
underneath, so as to form its own bolt.
For carrying heavy weights volute, or deep rectangular or similar sectioned
steel coiled springs may be substituted for the spirals in any of the above combina-
tions.
For such of the above spring combinations as have great side rigidity separately,
the latter quality is not so essential in the band, and plain leather or rubber bands
may therefore there be used.
Any of the above combinations may be covered in with an envelope of thin
leather, rubber, canvas or other flexible material fixed to, and extending between
the band and the rigid rim, but providing the springs and band are well enamelled
I do not find any such covering necessary or desirable.
Resilient antivibrative wheels constructed as above described are capable by
themselves of perfectly compensating or swallowing up in their elastic tread all the
ordinary irregularities of a road-surface, and therefore of entirely preventing the
generation of vibration, and greatly economising power. As stated before however
a shorter range of elastic tread, and therefore lighter set of springs can be used,
if the vehicle have axle springs, or in the case of a bicycle or tricycle a spring
frame, to be used in conjunction with them. In this case the compression in passing
over an obstacle of the elastic tread spring which first meets the ground allows time
for the inertia of the wheel to be moved comparatively gradually, and thus enables
the axle or frame spring to be brought into play to increase the spring range. The
axle or frame springs by themselves however are quite useless for the purpose of
counteracting all the ordinary small but rapid vibrations unless used with an elastic
tread wheel of considerable range, because when used with a wheel having a rigid
or only slightly yielding outer tyre, such as an ordinary rubber tyre, the inertia of
the wheel itself even if the latter only weighs a few pounds is far too great to allow
it to vibrate at the great speed necessary to jump over all the obstacles, without
producing heavy shocks, wasting power, and generating molecular vibration. This
applies too even when springs are placed in the wheel itself between the hub, or an
intermediate rim and the outer rigid rim, as has heretofore been attempted in the
suspension and similar wheels.
is
In each of the above cases therefore an enormous amount of the driving power
wasted, being turned into heat by each of the small but innumerable concussions to
which the wheel or its rigid rim is subjected and which waste makes a very large.
total.
This can be better imagined by attempting to rapidly vibrate a three pound
hammer, which represents only a very moderate weight of rim and parts thus rigidly
connected together and subjected to vibration.
The consequent molecular vibration once set up also runs through steel springs,.
and the concussions can therefore be felt by the rider. This can only be prevented
by the interposition of considerable bulk of imperfectly elastic material such as
india rubber, to absorb the energy and turn it into heat, and which is therefore
equally wasteful of power, as are also the antivibrative tyres heretofore used which
are themselves formed largely of such material.

page_text: Elastic tread wheels of considerable range as described above however, which
derive their resilient power wholly from steel springs, and have no rigid rim or other
appreciable mass on the ground side thereof subjected to vibration bodily and no
energy absorbing material such as rubber having to be continually displaced or bent,
are found to be exceedingly economical of power and capable of totally preventing
the generation of vibration.
Machines or vehicles fitted with these wheels can therefore be ridden over very
rough roads with a very smooth motion, and with the expenditure of an unusually
small amount of power, and very fast speeds can therefore comfortably be obtained.
Having now particularly described and ascertained the nature of my said inven-
tion, and in what manner the same is to be performed, I declare that what I
claim is
1. In an antivibration wheel the use and employment for the purposes above
specified of metallic springs fixed round the outside of the outer rigid rim and
extending out so as to bear on the ground either separately and directly, through
any form of wearing sole-pieces, or through a connecting band which is flexible at
all points radially, the springs being of any such form and fixed in any such manner
that while capable of yielding freely in the plane of the wheel, they can resist side
deflection sufficiently to themselves transmit the usual amount of side strain which
the wheel has to bear, from their outer ends to the rigid rim.
2. The attachment to and combination with such springs, of an outer connecting
band which is flexible in the plane of the wheel, but sufficiently rigid edgeways to
transmit side strains to the points of attachment of a number of the springs.
3. The combination with and attachment to any forms of springs having the
above described properties, of tips or separate sole-pieces of any material for taking
the wear when they are used to press separately on the ground.
4. The specific use and employment to fulfil the above-mentioned conditions, of
spiral, volute, or flat or looped strip springs, either alone or in any of the combina-
tions described above and illustrated in the accompanying drawings.
5. The specific use and employment as an outer band to fulfil the above-mentioned
conditions, of a thin flat strip of tempered steel, preferably covered with leather or
rubber on the side which comes towards the ground, or for such of the spring com-
binations as are each separately strong enough to transmit the whole of the side
strain, of a band of leather or rubber alone.
6. In an antivibrative wheel having outwardly thrusting spiral springs the method
described above of forming the springs on the ends of pieces of wire capable of
serving as spokes, or on shorter pieces of wire capable of being screwed directly
into the rim, or fixed by nuts underneath.
7. In an elastic tread wheel whose resilient property is derived from metallic
springs, the use in conjunction with the latter of blocks or buffers of rubber or other
similar material so disposed as to absorb or lessen the final shock in case the springs
are abnormally compressed.
8. The combination of an elastic tread spring wheel constructed as described
above, with a vehicle having axle-springs, or with a bicycle or tricycle having a
spring frame, as, and for the purposes above described.
Dated this Sixth day of February 1891
A. C. BROWN.