Year: 1897

page_text: Date of Application, 27th Aug., 1897-Accepted, 6th Nov., 1897
I, HARRY RAYMOND COLLINS, a citizen of the United States, residing at South
Bethlehem, in the County of Northampton and State of Pennsylvania, U.S.A.,
Machinist, do hereby declare the nature of my said invention and in what manner
the same is to be performed, to be particularly described and ascertained in and
by the following statement:―
This invention is an improvement in vehicle wheels and is particularly designed
for wheels having pneumatic hubs and cushion tires.
The primary object of the invention is to lessen the cost, and simplify the
construction of the pneumatic hub. Another object of my invention is to so
construct the parts of the hub that the spoke ring will be driven by direct con-
nection from the sleeve independently of the saddle, so that the radial displacement
of the sleeve and saddle in relation to the spoke ring, due to the flattening or
compression of the pneumatic tube, will not cause any creepir or oscillation of
said tube upon the saddle; and the slight slipping of the sporing relative to
the sleeve and saddle, due to such flattening of the tube, will be obviated or com-
pensated for by reason of the capability of the saddle to rotate or turn freely upon
the sleeve, thus permitting the saddle to shift, or oscillate, with the tube upon
the sleeve, without any relative movement, or friction, between the tube and
saddle.
Another object is to simplify the arrangement and manner of securing the
bearing cones on the axle as will be hereinafter more fully set forth.
A further object of this invention is to provide a simple, novel and efficient
construction of the cushion tire and felly and means for firmly securing the tire
on the felly.
The invention will be particularly described with reference to the accompanying
drawings which form a part of this specification.
In the said drawings, Figure 1 is a side view of the iniproved pneumatic hub
of the wheel.
Figure 2 is an enlarged vertical transverse section of the same with the axle
box or sleeve partly in elevation.
Figure 3 is a detail sectional view on the line III-III of Figure 2.
Figure 4 is a detail perspective view of the set screw for securing the collars 2
on the sleeve.
Figure 5 is an edge view of the disks D.
Figure 6 is an inside view of one of said disks.
Figure 7 is a detail cross-sectional view on the line VII-VII of Figure 2.
Figure 8 is a detail cross-sectional view on the line VIII-VIII of Figure 2.
Figure 9 is an elevation of one end of the axle.
Figure 10 is a side view partly in section of a piece of the felly and tire of the
wheel.
Figure 11 is an enlarged cross section of Figure 10.
Figure 12 is a view similar to Figure 11 showing a slight modification.
Figure 13 is a cross-section of a modified construction of the felly and tire; and

page_text: Figure 14 is a perspective view of the retaining device for securing the tire
on the felly.
The axle box or sleeve A, is provided with parallel circumferential collars a,
near its center, between which are guided a series of anti-friction bearings a³,
preferably rollers (though balls might be used) which project slightly beyond the
periphery of the collars a. Surrounding these rollers is the annular saddle B on
which the pneumatic tube F' rests.
The saddle B is preferably made of two similar opposite sections fitted together
as shown, and anti-friction rollers are preferably employed because they afford a
wider bearing surface and prevent oscillation of the saddle.
The saddle sections are formed with the annular seat portion band with annular
vertical flanges b¹, on their outer edges, and are held close together and in position
on the sleeve by the vertical parts of retaining disks D, which have annular
bosses ¹, fitted on the sleeve and fastened thereto by ring nuts which engage
screw-threaded portions of the sleeve, as shown in Figure 2.
By reference to Figure 2 it will be seen that the saddle has no direct connection
with the sleeve and is free to rotate thereon. The bosses of disks ]) fit closely
against the collars a, and preferably having projecting segments on their inner
edges which engage corresponding recesses in the collars so as to lock the disks
to the sleeve and compel them to rotate therewith. As shown the collars a are
segmental, and the segments p* on the bosses of disks D) fit between the segments
of the collars and their inner edges are flush with the inner edges of the inter-
locked collars, so that when the disks D are in position the rollers a are confined
in an annular channel formed by collars a and projections d as shown in Figure 2.
By removing either disk D the rollers can easily be removed or replaced.
After the rollers a³, saddle B, and disks D are in place the ring-nuts ² are
screwed tightly against the bosses of disks D and hold them tightly against the
collars a thereby preventing lateral movement of the saddle sections. The ring
nuts are locked by set screwts E (see Figure 4) which are tapered therethrough
and have rose-bit-tips on their inner ends which embed into the bosses of disks D
and thereby prevent the ring nuts working loose on the sleeve. The flanges b₁ of
the saddle sections fit closely but easily against the disks as shown in Figure 2,
thus centering the saddle on the sleeve.
The pneumatic tube F is supported on the saddle B which is preferably of greater
curvature longitudinally than the tube is in cross-section. The said tube Fis
surrounded by the annular spoke-ring G, which is also confined between the
disks D as shown, and tube F is fastened to spoke ring G by the valve connection f'.
Packing rings 9 are interposed between the sides of ring G and disks Das
shown in Figure 2, and spoke ring is connected to the disks D by means of a
stud H, link H, and rod H2 as indicated in Figure 1.
The
The spoke ring G is thus connected to the disks D and the latter to the sleeve A,
so that the spoke ring is driven directly from the sleeve and not from the saddle,
which latter is capable of rotation on the sleeve independently thereof.
pneumatic tube F is fast to and rotates with the spoke-ring G, and it also clamps
the saddle firmly so as not to slip thereon, which causes the saddle to move with
it. This construction entirely obviates or prevents the frictional movement of the
tube on the saddle (which is an objectionable feature in those constructions wherein
the spoke ring is connected to the saddle because of the eccentric play of the
spoke ring in relation to the saddle due to the flattening or compression of the tube
by the load).
Upon the spindle i on which the sleeve is mounted is a cone which fits against
the shoulder at the junction of the spindle and axle (Figure 9). The other end
of the spindle is screw-threaded at and has diametrically opposite longitudinal
slots (Figure 3). A cone 6 is screwed on the end of the spindle, and after
it is properly adjusted, a clamping washer is slipped on the end of the spindle,
said washer having inwardly projecting lugs which engage the slots 2. A locking
put is then screwed tightly against the washer. The cones 22, 26 are used in

page_text: connection with the ball races which are fitted in the ends of sleeve A as shown
in Figure 2.
The several parts comprising the hub are preferably made from specially
tempered steel.
The rim or bearing part of the wheel is illustrated best in Figures 10 to 13 of
the drawings. A wooden felly J is shown in Figures 10, 11 and 12, while Figure 13
illustrates a metal felly J. The wooden felly J may be of any preferred con-
struction and is shown as being semi-circular in cross-section with a flat periphery.
It has two circumferential divergent grooves j separated by a V-shaped rib j,
through which radial bores are provided for the passage of the tire fastening
devices.
Fitted on and around the periphery of the felly is a flanged metal bed-plate K,
the vertical side flanges & of which embrace the side edges of the tire L and prevent
spreading thereof. The plate K, as shown in Figures 10 and 11 is provided with
circumferential gutters which fit in the grooves j of the felly, so as to line
said grooves with metal and strengthen the felly by relieving it of much of the
spreading strain of the tire. This plate may be secured to the felly by the bolts or
securing devices for the tire or by independent means if desired.
The tire L is a cushion tire, and is preferably semi-circular in cross-section and
formed with a central bore l, split 72 and with circumferential outwardly diverging
flanges or ribs on its inner periphery which fit in the circumferential grooves j
of the felly, or the gutters k¹ of the bed plate K. The tire is secured to the bed
plate and felly by means of the retaining devices M (Figure 14) which are arranged
around the felly at suitable intervals, between the spokes of the wheel.
Each retaining device comprises a shank m¹ and a head m which is preferably
substantially semi-cylindrical in cross-section and slightly curved longitudinally
to conform to the contour of the bore of the tire. The heads m of the fastenings
are placed in the bore 7 of the tire, while the shanks m¹ project through radial
openings in the bed-plate and felly, as shown, and are fastened by nuts m² on
their inner threaded ends.
Washers m may be interposed between the nuts m² and felly.
It will be observed that the heads m of the fastening devices bear directly
against the inner portions of the tire L above ribs and force the latter tightly
into the gutters in the bed-plate, or grooves in the felly, thus firmly securing the
tire in position. The ribs, and fastenings M effectually prevent the tire slipping
or pulling off the felly, and the flanges of the bed-plate measurably prevent the
tire spreading laterally on the felly, thereby increasing the resiliency of the.
tire, and materially aiding in excluding dirt and grit from between the tire and
felly or bed-plate.
As shown in Figure 12, the construction of the face or bed-plate K is simplified
as the gutters are omitted, the ribs or flanges on the tire engaging the grooves j
of the felly which in this case conform to the inner contour of the gutters
Figure 11.
of
In Figure 13 the felly is shown as made entirely of metal; the felly in this
instance being formed by a curved metal plate J', welded or otherwise suitably
secured to the sides of plate K, so as to make practically a solid felly and plate
having the same exterior contour in cross-section, as the felly and plate shown
in Figure 11. The described tire retaining devices are used in connection with
each form of felly as shown.
I have not deemed it necessary to show the complete wheel, because the felly
and hub may be connected by any suitable spokes or bonds, preferably metal wires
as indicated in the drawings for the sake of lightness and strength.
Having now particularly described and ascertained the nature of my said
invention, and in what manner the same is to be performed, I declare that what I
claim is:
1. In a pneumatic hub, the combination of a sleeve or axle, a saddle rotatably

page_text: mounted thereon, and anti-friction bearings interposed between the sleeve and
saddle; with the pneumatic tube, the spoke ring, and means for confining the
saddle and spoke ring upon the sleeve, substantially as shown and described.
2. The combination of the sleeve having segmental collars, a saddle rotatably
supported on the sleeve intermediate said collars, and opposite disks confining
said saddle in place upon the sleeve, said disks having segmental projections
interlocking with said collars so as to compel the disks to rotate with the sleeve,
substantially as shown and described.
3. The combination of the sleeve, the saddle rotatably mounted on said sleeve,
the pneumatic tube surrounding said saddle, and the spoke ring surrounding said
tube; with opposite disks fitted on the sleeve and retaining the saddle and spoke
ring in position, and means for locking the said disks to the sleeve so as to cause
them to rotate therewith, substantially as shown and described.
4. In a vehicle wheel, the combination with the axle box or sleeve, the saddle
section supported by said sleeve, the interposed rollers between the sleeve and
saddle sections, the disks for preventing lateral movement of the saddle sections,
the pneumatic tube carried by said sections, and the spoke ring confining said
tube, substantially as described.
5. The combination of the felly having circumferential divergent grooves, and
the hollow split tire having circumferential ribs adapted to engage said grooves;
with the retaining devices each having a head fitted in the bore of the tire and
a shank passing through the felly, substantially as described.
G. The combination of the felly having circumferential grooves, a bed-plate
having vertical side flanges and interior circumferential gutters fitted in the
grooves of the felly, and a tire fitted on said bed-plate having circumferential ribs
engaging the gutters; with fastening devices for securing the tire, bed-plate and
felly together, substantially as shown and described.
7. A pneumatic hub for wheels constructed substantially as shown and described
with reference to Figures 1 and 2 of the drawings.
S. The anti-friction bearings for the hub on the spindle constructed substan-
tially as shown and described with reference to Figures 2, 3 and 9 of the drawings.
9. The wheel rim and tire constructed substantially as shown and described with
reference to Figures 10 and 11 of the drawings.
10. As a modification of the devices claimed in Claim 9 the construction sub-
stantially as shown and described with reference to Figure 12.
11. As a modification of the device claimed in Claim 9 the construction substan-
tially as shown and described with reference to Figure 13.
Dated this Fourth day of August 1897.
HARRY RAYMOND COLLINS.
F. Wise Howorth,
46, Lincoln's Inn Fields, London, W.C., Agent for the Applicant.