Improvements in and relating to the Wheels and Frames of Cycles and other Vehicles.
Year: 1897

page_text: Date of Application, 9th Oct., 1897
IDIONAL DE MUIFICATION.
Improvements in and relating to the Wheels and Frames of
Cycles and other Vehicles.
I, CLAUD WILLIAM ATKINSON, of Glendale, Woodland Place, Penarth, in the County
of Glamorgan, Civil Engineer, do hereby declare the nature of this invention to
be as follows:-
This invention relates to bicycles. tricycles, and similar machines, or motor cars
or carriages and has for its object the arrangement and construction of those parts
forming the wheels on which the machine runs and also the frame of the machine
whereby considerable decrease in weight of these parts can be obtained without
reduction in strength.
The wheels of this class of machinery are usually constructed of a rim or felloe of
thin sheet metal, rolled to a suitable section, or a metal tube or metal tubes united
by means of a web of metal formed out of the same sheet as the tubes, or of a rod of
wood cut to a similar section; this felloe or rim is subjected to a condition of
initial compression throughout its length by means of a series of spokes radiating
from the centre or hub, which are subjected to a condition of initial tension. The
spokes are formed of wire having one end passed through a hole in a flange on the
hub; while the other end has a screw thread formed on it which is held in a nut or
nipple of metal attached to the rim or felloe; so that by rotating the nut, the end
of the spoke may be screwed further into the nut or nipple and the tension on the
spoke increased.
My invention relates to the construction of these several parts that is, firstly the
rim or felloe, secondly the spokes, and thirdly the hub, and has for its object the
construction of these several parts so as to reduce their weight to the smallest
amount without decreasing their strength below that required.
The rim or felloe of a wheel of this class is subjected to forces acting on it, when
in use, in two planes. Firstly those forces acting in the plane of the wheel, which
tend to alter its shape and these forces produce pressures acting along the length of
the felloe and varying the amount of compression parallel to its axis.
At the same time owing to the rim being curved and subject to these compressive
forces the various parts of the rim are subject to forces tending to produce bending,
at the several parts in the plane of the wheel, the magnitude of these bending
moments being inversely proportional to the number of spokes.
Secondly the wheel is subject to forces acting at right angles to its plane, and
these forces, tend to buckle the wheel or to bend it out of its normal plane of
revolution.
In order to resist these several forces with the smallest amount of material I
form the rim or felloe of two similar and separate rods of wood or similar material
either round or polygonal in section or two separate tubes of metal either round or
polygonal in section which I place parallel to oue another and as far apart as the
width of the wheel will allow, and I cause these rods or tubes to resist the forces
acting in the plane of the wheel and I brace them together so as to resist the forces
at right angles to the plane of the wheel, by means of connecting strips of metal or

page_text: other material to which I attach the spokes. These connecting strips may be made
of separate strips of metal disposed at right angles to the rods or tubes forming the
rim or inclined to the plane of these rods or tubes so as to form a diagonal bracing,
and so shaped that the outer ends pass over the rods or tubes and partly surround
them so as to hold them together and prevent them from becoming separated while
the central portion is depressed so that the inner edges of the rods or tubes bear
against them and are prevented from approaching one another. I may produce
depressions or corrugations in these bracing strips parallel to their length so as to
stiffen them and prevent them bending when subjected to compressive forces acting
parallel to their lengths and to prevent the outer ends being flattened when subjected
to bending forces.
Or I may form this connecting bracing of a continuous strip similar to the metal
felloes now in use and so shaped that the outer edges pass over and partly surround
the two tubes or rods to prevent them from being separated and depressed at the
centre so as to hold the two rods or tubes apart and I may form depressions or
corrugations in this strip at right angles to its length or diagonally thereto so as to
stiffen it to resist forces at right angles to its length, and I attach the spokes to this
central connecting strip.
The object of this connecting strip or strips is to transmit the pressure due to the
spokes to the outer rods or tubes forming the felloe or rim and to maintain these
two rods or tubes at the proper distance from one another. sometimes prefer to
cover these connecting strips or strip with linen, celluloid or other suitable material
to prevent dirt collecting in the corrugations or getting inside the felloe, or I
sometimes attach the edges of these materials to the rods or tubes forming the sides
of the rim; I form the spokes of the wheel of wire of much smaller diameter than
usual so that it is not convenient to form a screw thread on the wire and I provide
means for tightening the wire as follows:-
the
I provide a nut or nipple of the usual pattern and into this I screw a tube, and I
pass the wire through the hole in this tube and prevent it drawing out again by
tying a knot in the wire, the hole in the tube being of such a size that this knot
cannot pass through it. Or in place of tying a knot I sometimes prefer to pass
wire forming the spoke round a small rod and then down again through the
hole in the tube, this hole being of such a size as to just admit two wires side by
side. The small rod rests across the top of the tube and prevents the wire drawing
through the tube. Or after passing the spoke through the tube I may wind it one
or more times round a small rod or wire and enlarge the end of the hole in the tube
till it is large enough to admit one end of this rod or wire as well as the spoke,
when tension is put on the spoke it tends to draw the rod into the tube and so jambs
the wire.
I sometimes prefer to attach the spoke to a wire of sufficient size to have a screw
thread formed on it which I screw into a nipple in the ordinary way and I attach
the spoke to this wire by passing it through a hole formed in the end of this wire
and then wrapping it round itself one or more times or in place of wrapping the
spoke round itself I may tie a knot in it to prevent its drawing through the hole or
in place of forming a hole in the end of the screwed rod I may form a hook at its
end round which I pass the spoke, after which I wrap the free end of the spoke
round the spoke one or more times. In some cases I attach the spoke to this larger
rod or wire by soldering or brazing.
I attach the other end of the spoke to the hub by passing it through a hole in a
flange formed in the hub, and attaching the other end of the spoke to another nipple
attached to the rim, so that two spokes form a continuous length, and I may further
lock the spoke where it passes through the flange by the insertion of a wedge of
metal or other suitable material. In some cases instead of passing the spoke
through a hole, I wrap it round a small stud which I fix to the flange by screwing
or rivetting it into a hole in the flange, and I may then as before make two spokes
in one continuous length after passing one or more times round the stud, or I may
make each spoke separate, in which case after passing the spoke round the stud

page_text: one or more times I prefer to further nx it by passing its end through a hole or
screw cut in the stud.
In some cases I prefer to form the flange on the hub with a recess near its outside
edge, or to bend its ontside edge at an angle, so that into this recess or angle I
may place a wire which passes round parallel with the outside edge of the flange,
and I form slots in the flange parallel with the axis of the hub, so that I may pass
the spoke through one of these slots and then one or more times round the wire in
the recess or angle of the flange, and then out again to another nipple at the rim.
In this way I form two spokes of one length of wire, and the recess or angle in the
flange of the hub is made of such a shape and depth that the wire cannot pull out
when subjected to the stresses due to the several spokes.
In some cases after passing the spoke round the wire in the recess I prefer to
end it by passing its end through a hole either in the wire or in the flange in the
hub, and in this way I form separate single spokes. In some cases after passing
the spoke through the hole in the rod or flange I may tie a knot in it to prevent its
drawing out. Instead of passing the end of the spoke through a hole in the wire
or flange I sometimes prefer to wrap it one or more times round the spoke. It
will be understood that I may make the wire in the recess of the flange on the hub
in one continuous length or in several separate lengths or have a short length for
each separate spoke.
I sometimes prefer to attach the end of the spoke to the rim of the wheel and
arrange the nipple for tightening it at the hub and in that case, I bend the outside
edge of the flange on the hub at right angles and I form holes or slots in this part
so bent into which I place the nipples so that they may turned round but can-
not draw out when the spoke is tightened.
I form the hub of the wheel of a thin metal tube of the necessary length and I
form flanges either of Lor Z section of thin metal stampings of such a size that
the tubular part of them will just slide over the tube formning the hub, and I attach
them to this tube by forming a corrugated recess round the inner tube at a suitable
distance from each end, and having passed the flange tube over the inner tube I
roll a corrugation into it which passes down into the corrugation in the inner tube and
so lock it and where necessary I may further prevent one tube turning round
with respect to the other by means of pins or rivets passing through both, or by
means of depressions produced in both at intervals which inter lock.
1 form the bearings seats in the hub by making the inside of the tube truly
circular by grinding or other means, and I form a thin hard steel cup in which balls
run, which I make truly circular on the outside to fit the tube, and I cause the back
edge of this hard cup to bear against the inner surface of the corrugation which I
have formed in the tube for the purpose of locking the flange to it. In some cases
I prefer to make the outside surface of the ball cup to be a portion of the surface
of a sphere, and in that case in forming the depression or corrugation in the inner
tube of the hub I cause it to be of such a shape that the inner surface of the tube
and corrugation become a portion of the surface of a sphere of the same size as
that forming the outer surface of the ball cup so that the two surfaces fit one
another.
I sometimes prefer to form the spindle on which the wheel runs of a tube, and I
form cones for the balls to run on forming the bearing, which are bored out to
slide freely on this tube and I form screws threads on the outer surface of the tube
so that I can by means of nuts cause the cones at either end of the spindle to
approach one another and tighten the balls in the bearing. To exclude dirt and
dust from the hearing I form thin metal stampings of Z section, which fit tightly
onto the ends of the inner tube forming the hub and pass over the ball cone on the
spindle, and the smaller tubular portion of this stamping fits closely over the nut
which adjusts the bearing but does not touch it, and in this way I form a very long
annular passage between the stamping and the tightening nuts and ball cone of
very small width through which the dust and dirt would have to pass before
entering the bearing and I sometimes insert a ring of felt or other suitable material

page_text: between the outer edge of the tightening nut and the thin stamped cover to form
a lightly rubbing packing.
In some cases I attach to the tightening nut a second thin metal stamping of
section which projects over the inner tube of the hub where the first cover fits
onto it so as to further exclude dirt and I may form a roughened surface on the
outside of this cover to give means for turning the tightening nut for adjusting the
bearing.
'
I attach the spindle to the frame of the machine by turning the ends of the spindle
truly circular and inserting these ends into holes in the frame. I then screw set
screws into tapped holes in the ends of the tubular spindle to clamp it to the
frame.
Although I have described these arrangements in connection with the wheels of
the cycles, and the like, I would have it understood that I may use the method of
constructing the rim for constructing the compression members of the frame of a
bicycle or tricycle, motor car, or the like, when the frame consists of such a member
maintained in a state of initial compression by means of spokes radiating from a
centre or centres and I may use the methods of fixing fine wire spokes to the hubs
and centres to fix the spokes in such frames to the said centres and hubs and I may
use the method of constructing the hub as described for forming the brackets
carrying the axles to which power is applied in those frames which being formed of
members maintained in initial compression by spokes radiating from a centre or
centres and maintained in a state of initial tensiou have the bracket as described
fixed to them by means of spokes radiating to the said compression members and
the centres to which the spokes are attached and I may when I so desire it use the
hub described to form the centre or centres in such a frame.
Dated this 8th Jan of Anah
1000
FELL & JAMES,
1, Queen Victoria Street, London, E.C., Agents for the Applicants.
Improvements in and relating to the Wheels and Frames of
Cycles and other Vehicles.
I, CLAUDE WILLIAM ATKINSON, of Glendale, Woodland Place, Penarth, in the
County of Glamorgan, Civil Engineer, do hereby declare the nature of this inven-
tion and in what manner the same is to be performed to be particularly described
and ascertained in and by the following statement:―
My invention relates to bicycles, tricycles and similar machines or motor cars or
carriages, and has for its object the arrangement and construction of those parts
forming the wheels on which the machine runs and also the frame or frames of the
machine on which the load is supported and carried by the wheels, whereby
considerable decrease in weight of these parts can be obtained without reduction in
strength.
The wheels of this class of machinery are of the kind known as tension wheels,
that is to say, the hub or centre is suspended in the centre of the wheel by means
of spokes, radiating from the hub to the rim, of small diameter which are subject
to tensional forces only. In order to reduce the amount of displacement of this
hub when subject to the normal forces due to loading or use of the machine, the
spokes are subjected to an amount of initial tension, by means provided for
that purpose, which induces corresponding initial compressive forces on the felloe
or rim.

page_text: My invention consists in the construction of these several parts, that is firstly,
the felloe or rim, secondly, the spokes, and thirdly, the hub, in a specific manner,
hereinafter described and has for its object the construction of these several parts,
so as to reduce their weight to the smallest amount without decreasing their strength
below that required.
In tension wheels as usually constructed the rim or felloe is made of thin sheet
metal rolled to a suitable section to receive a tyre of the desired pattern, or of wood
shaped to a corresponding section.
The usual patterns of metal rims may be divided into three classes, first solid U
rims, which consist of a single sheet of metal rolled to U shape in section, with or
without curved edges and shaped to engage with the tyre. Second, hollow rims
made up of a tube with one surface rolled so as to give a concave section towards
the tyre and shaped to engage with it. Thirdly, double tube rims, in which each
edge of a solid U rim has a tube formed on or attached to it.
The spokes are formed of wire having one end passed through a hole in a flange
on the hub; while the other end has a screw thread formed on it which is held in a
nut or nipple of metal attached to the rim or felloe, so that by rotating the nut the
end of the spoke may be screwed further into the nut or nipple and the tension on
the spoke increased.
The rim of a wheel is when in use subjected to forces acting upon it in two
planes. Firstly, those acting in the plane of the wheel and secondly, those acting
in a plane at right angles to this.
The first set or those acting in the plane of the wheel tends to alter the circular
shape of the wheel and produces pressures acting along the length of the felloe,
and varying uniformly, throughout its width, the amount of compression parallel
to its axis. At the same time owing to the rim being curved and subject to these
compressive forces the various parts of the rim are subject to forces tending to
produce bending of the several parts in the plane of the wheel, the magnitude of
the bending moments varying with the distance of the point from the spokes and
being inversely proportional to the number of spokes.
The second set of forces, or those acting in a plane at right angles to the plane
of the wheel tends to buckle the wheel or bend it out of its normal plane of
revolution. At the point of application of the resultant of these external forces
they produce a simple bending action on the rim in a plane at right angles to the
plane of the wheel giving rise to forces along the rim but in opposite directions on
the two sides of it, while at other points in the rim there is in addition to a bending
action a couple tending to produce rotation about au axis parallel to the axis of the
rim.
In order that the rim may resist these several forces it must be possessed of
rigidity in the plane of the wheel, rigidity in a plane parallel with the axis of the
rim at right angles to the plane of the wheel, and torsional rigidity in a
plane at right angles to the axis of the rim and at right angles to the plane
of the wheel.
In order to make a rim having these several degrees of rigidity with the smallest
amount of material, i form it of two similar and separate rods of wood or similar
material of suitable section, or two similar and separate tubes of metal of suitable
section, which I place parallel to one another and as far apart as the width of the
wheel will allow, and I cause these rods or tubes to resist the forces acting in the
plane of the wheel, that is those of simple compression acting parallel with the axis
of the rim, and the bending actions in the plane of the rim which arise from those
compressive forces; and in order to enable them to resist the bending actions in the
plane of the axis of the rim at right angles to the plane of the wheel I brace them
together so as to maintain them at a fixed distance apart, so that the rim forms as it
were a girder of which these rods or tubes form the top and bottom booms separated
by a web which may be either of the open lattice form or plate web with suitable
stiffening members. While to give the necessary torsional rigidity in a plane at
right angles to the axis of the rim and at right angles to the plane of the wheel I

page_text: so shape the rods or tubes that they are individually tortionally rigid and I brace
them together by a bracing which is adapted to resist bending actions at right
angles to its plane, and I so attach the rods or tubes to the bracing that their
relative position cannot be altered, that is so that rods or tubes cannot revolve
relatively to the bracing on an axis parallel with their own axes.
In order that my invention may be more clearly understood I will now proceed
to describe it, reference being had to the accompanying drawings and to the letters
marked thereon, like letters referring to like parts in the several figures.
Figure 1 is a section through a rim made according to my invention at right
angles to the axis of the rim.
Figure 2 is a plan of a portion of the same.
Figure 3 is a section through the same parallel to the axis of the rim and in the
plane of the wheel.
.
Figure 4 is a plan of a rim of slightly different design.
Figure 5 is a section through the same parallel to its axis and in the plane of the
wheel.
Figure 6 is a section through a modified rim at right angles to its axis.
Figure 7 is a plan of a portion of the same.
Figure 8 is a section along the axis of the same in the plane of the wheel.
Figure 9 is a plan of another form of the rim.
Figure 10 is a section along the axis of the same in the plane of the wheel.
Figure 11 is a section through another form of rim at right angles to its axis.
Figure 12 is a plan of a portion of the same.
Figure 13 is a section along the axis of the same in the plane of the wheel.
Figures 14, 15, 16 and 17 and 19 are sections through different forms of rims
made to take tyres of the "Dunlop" type.
Figure 18 is a section along the axis of the rim in the plane of the wheel of the
type of rim shown in Figures 16 and 17.
Figure 20 is a section through a rim made to take a tyre of the Palmer or similar
type.
Figures 21, 22, 23, 24, 25, 26, 27, 28, and 29 show the methods by which I
attach to fine wire spokes, ends, which having screw threads cut in them engage
with nuts or nipples for the purpose of adjusting the amount of tension on the
spokes.
Figure 30 is a plan partly in section and
Figure 31 an end view of a hub made according to my invention and showing
one of the methods which I employ for attaching the spokes thereto.
In Figures 1, 2 and 3 I show a rim built up of two circular rods a₁ a placed parallel
to one another and as far apart as the width of the wheel will allow, these two rods
are held at a fixed distance apart by means of a series of thin metal connecting
strips b₁ be placed at intervals throughout the length of the rim which are shown in
section by the dark lines, having corrugations c₁ c₂ formed on them by stamping or
pressing, the corrugations extending right along and being parallel to the length
of the strip and formed for the object of stiffening the strip and giving it rigidity to
withstand forces acting in planes at right angles to its length. The central part of
the strip b, is depressed so as to form a U or crescent shaped rim for use with a
tyre of circular section. The connecting strips b₁ and b, may be formed of two
separate pieces of metal or they may be made of one piece and bent round the rods
so as to include them and the ends either left free or united by soldering, brazing
or rivetting, or they may be formed out of a piece of tube pressed to the required
shape as shown and then threaded onto the rods. In place of having the connecting
strips b₁ and b, at right angles to the rods they may be inclined to them in a similar
manner to that shown in plan in Figure 9. In order to prevent the connecting
strips moving along the rods parallel to their axis and also to rigidly attach them
to the rods to give the necessary torsional rigidity to the rim as explained I form
depressions d₁ and d₂ in the ends of the strips which engage with corresponding

page_text: depressions in the rods. Or I may put rivets or pins through the strips and pin
them to the rods and I sometimes prefer to cement the strip to the rods.
In Figures 4 and 5 I have shown a modification of this form of rim in which in
place of the strip b₁, lying exactly over the strip b, and being arranged either at
right angles or inclined to the rods a, and a₁, the strips b, and b, are inclined to
one another and form a continuous spiral over and under the rim alternately, they
may in fact be conveniently made of a continuous strip wound round and round the
rim, they may if desired be secured together where they overlap at "1" by means
of screws, rivets or soldering or brazing. For clearness I have only shown one
such spiral arrangement of strips but it is frequently convenient to arrange another
set of spiral strips between these shewn, so that they cross one another in the
centre, and it will be seen that both in this case and in the rim shown in Figures 1, 2
and 3 separate strips may be replaced by a continuous series of strips formed by
placing the strips close together so as to touch one another, or by making them of
a continuous strip of metal rolled to the crescent shape and surrounding the rods
on either side having corrugations c₁ and c₂ formed at intervals, either at right
angles or inclined to the rods and either lying directly over one another as in
Figure 2 or crossing one another as in Figure 4. The two continuously corrugated
strips thus formed may be brazed or soldered together along the line joining the
centres of the depressions d₁ and dą.
In Figures 6, 7, 8, 9 and 10 I have shown a similar arrangement of rim but with
the bracing between the two rods a, and a formed of one piece or strip b, only
which has two sets of corrugations c, and c, stamped into it. As before
torsional rigidity is secured by fixing the rods to the bracing by means of pins,
cement or the depressions d, and d₂. In this case also the bracing may be formed
of a continuous sheet or strip as shown by the dotted lines.
In Figures 11, 12 and 13 I have shown the bracing made of a continuous strip b₁
having corrugatious c₁ and 2 formed in it, to give the necessary stiffness to maintain
the two rods a₁ and a₂ at the fixed distance apart and to give the rigidity
for resisting forces at right angles to the plane of the strip which is required to give
tensional rigidity. In this case the rods are prevented from revolving about their
axes with reference to the bracing, by being made polygonal and engaging with
similarly shaped recesses in the the bracing.
In Figure 14 I show a section of a similar rim made to suit the type of pneumatic
tyre known as "Dunlop" or tyres fixed in position by means of inextensible wires
in the edges of the cover. It is in all respects similar to the rims already described
with the exception that the rods are made of a suitable shape to engage with the
different type of tyre, and being of polygonal section the shape prevents the
relative rotation between the rods and the bracing. The bracing may be of similar
type to that shown in plan in Figures 2 and 4 or continuous as already explained.
It will be understood that in all the arrangements illustrated in Figures to 14
the rods may be replaced by tubes of similar section and in those cases in which
riuns of the type shown in Figures 1 to 5 are constructed with continuous corrugated
strips so as to form rims of the second or hollow type the rods or tubes a, and a
may in some cases be omitted leaving walled members built up of the outside element
of the connecting strips b₁ and b₂.
66
In Figures 15, 16, 17 and 18 I have shown rims suitable for a tyre of the
Dunlop" type with the outer members composed of tubes of various sections,
connected by bracing strips of similar design to those shown in Figures 6 to 13,
and attached thereto by means of brazing or soldering.
In Figure 17 I show the outer corrugation ₂ brought far up on the outside of the
tubes a, and a, and closed at the ends by means of the flaps 91 and 92 which may
be formed out of the metal of which the tubes a, and a₂ are formed.
In Figure 19 I show a form of rim, in which the tubes a, and a, are made by
bending over the edges of the connecting strip b. This connecting strip 6, being
formed in one continuous length and having corrugations c₂ stamped or rolled into
it disposed at right angles or obliquely to the axis of the rim.

page_text: The edges of the tubes a, and a, thus formed may be attached to the body of the
strip b₂ by soldering brazing or rivetting.
Figure 20 shows a type of rim made so as to suit tyres of the Palmer type and in
this case the tubes a, and a, are rolled to a shape suitable to engage with the tyre
and are attached to the connecting strip 62 by soldering or brazing as before.
It will be clearly understood that I may form the rods or tubes a₁ and ₂ into any
of the various shapes required for engaging with the different types of tyres.
I am aware that rims have been previously made having tubular edges, these
tubes being either formed out of the same strip of metal as the centre part of the
rim or attached thereto by brazing, but these rims have differed essentially from
those now described by me by having the central part or web of the rim made of
plain thin metal which possessed little or no rigidity in a plane at right angles to
the axis of the rim and owing to the fact that this portion of the rim has to be
depressed below the side tubes to accommodate the tyre it is subjected to bending
stresses when forces act on the tubes at its edges in a plane at right angles to the
plane of the wheel. The side tubes can then approach or recede from one another
and in fact in some cases this motion is necessary to achieve the essential retaining
function of the rim upon the tyre.
I am also aware of rims composed of side members for taking the forces in the
plane of the wheel and adapted with means for bracing them together, either
continously with sheet metal or at points with lattice work on struts.
I am further
aware that rims have been produced having corrugations at or near the bottom of
the trough or concave side of the rim having for their main object the reception of
the nipples for the spokes.
But it is obvious that these methods of construction do not achieve the stiffening
effect produced by my method of construction. I form the spokes of the wheel of
wire of much smaller diameter than usual so that it is not convenient to form a
screw thread on the wire and I provide means for tightening the wire which I have
illustrated in Figures 21-29.
I provide a nut or nipple of the usual pattern and into this I screw a tube m,
Figure 21, and I pass the wire n through the hole in this tube and prevent it
drawing out again by tying a knot o in the wire, the hole in the tube being of such
a size that this knot cannot pass through it. Or in place of tying a knot I some-
times prefer to pass the wire n forming the spoke round a small rod p in Fig. 23
and then down again through the hole in the tube m, this hole being of such a size
as to just admit two wires side by side. The small rod rests across the top of the
tube and prevents the wire drawing through the tube.
I show a modification of this form of engagement in Figures 24 and 25 in which
the screw m is provided with grooves q parallel to its axis. The spoke n being
carried up one groove and down an adjacent one, and finally up the third. In some
cases I prefer to solder this end of the spoke to the screw. Or after passing the
spoken, Figure 26, through the tube I may wind it one or more times round a
small rod or wire and enlarge the end of the hole in the tube till it is large
.enough to admit one end of this rod or wire as well as the spoke, when tension is
put on the spoke it tends to draw the rod into the tube and so jambs the wire.
I sometimes prefer to attach the spoke to a wire of sufficient size to have a screw
thread formed on it which I screw into a nipple in the ordinary way and I attach
the spoke to this wire by passing it through a hole & Figure 27, formed in the end
of this wire and then wrapping it round itself one or more times or in place of
wrapping the spoke round itself I may tie a knot o Figure 28, in it to prevent its
drawing through the hole or in place of forming a hole in the end of the screw rod
I may form a hook t, Figure 29, at its end round which I pass the spoke, after
which I wrap the free end of the spoke round the spoke one or more times. In
some cases I attach the spoke to this larger rod or wire by soldering or brazing.
In those cases where it is necessary to prevent the scew m from turning when the
nipple is being tightened up, I forin flats shown dotted in Figure 22 which engage

page_text: with corresponding flats in a washer attached to the rim or arranged in the rim
itself.
I attach the other end of the spoke to the hub by passing it through a hole in a
flange formed in the hub, and attaching the other end of the spoke to another
nipple attached to the rim, so that two spokes form a continuous length, and I may
further lock the spoke where it passes through the flange by the insertion of a
wedge of metal or other suitable material.
I prefer to form the flange on the hub with a recess u Figure 30 near its outside
edge, or to bend its outside edge at an angle V so that into this recess or angle I
place a wire w which passes round parallel with the outside edge of the flange and
I form slots in the flange parallel with the axis of the hub so that I may pass the
spoke n through one of these slots and then one or more times round the wire in
the recess or angle of the flange and then out again to another nipple at the rim..
In this way I form two spokes of one length of wire, and the recess or angle in the
flange of the hub is made of such a shape and depth that the wire cannot pull out;
when subjected to the stresses due to the several spokes.
In some cases after passing the spoke round the wire in the recess I prefer to end
it by passing its end through a hole either in the wire or in the flange in the hub,
and in this way, I form separate single spokes. In some cases after passing the
spoke through the hole in the rod or flange I may tie a knot in it to prevent its
drawing out. Instead of passing the end of the spoke through a hole in the wire
or flange I sometimes prefer to wrap one or more times round the spoke. It will
be understood that I may make the wire in the recess of the flange on the hub in
one continuous length or in several separate lengths or have a short length for each
separate spoke, or the ring or wire may be replaced by a stiffening rib or bead
formed by the edge of the said flange being turned over.
I form the hub of the wheel of a thin metal tube x of the necessary length and I
form flanges y either of Lor Z section of thin metal stampings of such a size that
the tubular part of them will just slide over the tube forming the hub, and I attach
them to this tube by forming a corrugated recess round the inner tube at a suitable
distance from each end and having passed the flange tube over the inner tube I roll
a corrugation into it which passes down into the corrugation in the inner tube and
so locks it and where necessary I may further prevent one tube turning round with
respect to the other by means of pius or rivets passing through both or by means
means of depressions produced in both at intervals which interlock.
Although I have described these arrangements in connection with the wheels of
the cycles and the like, I would, have it understood that I may use the method of
constructing the rim for constructing the compression members of the frame of a
bicycle or tricycle, motor car, or the like, when the frame consists of such a member
maintained in a state of initial compression by means of spokes radiating from a
centre or centres and I may use the methods of fixing fine wire spokes to the hubs
or centres to fix the spokes in such frames to the said centres and hubs and I may
use the method of constructing the hub as described for forming the brackets
carrying the axles to which power is applied in those frames which being formed of
members maintained in initial compression by spokes radiating from a centre or
centres and maintained in a state of initial tension have the bracket as described
fixed to them by means of spokes radiating to the said compression members, and
the centres to which the spokes are attached, and I may when I so desire it use the
hub described to form the centre or centres in such a frame.
The arrangement of spokes may be of any of the well known forms, and the
spoke ends may be attached to the rims in any of the usual ways.
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 :-
1st. In a wheel or frame a rim or compression member consisting of side members
adapted to withstand forces acting in the plane of the wheel or frame and forces

page_text: tending to produce torsion in the said members in combination with a continuous.
connecting medium formed integral with or attached to the said members and
stiffened to resist forces at right angles to its plane by means of corrugations formed
on it substantially as described.
2nd. In a wheel or frame, in combination a nut or nipple, and a retaining device
for the spoke adapted to engage with the said nut or nipple, substantially as
described and illustrated in the accompanying drawings.
3. In a wheel or frame a hub or centre having a tubular body with flanges
attached thereto by means of one or more corrugations formed therein, substantially
as described and illustrated in the accompanying drawings.
4. In a wheel or frame a hub or centre having slots or perforations in its
circumference and a ring or other equivalent engaging device adapted to engage
with spokes, substantially as described and illustrated in the accompanying
drawings.
5. The arrangement and construction of rims or compression members of wheels
or frames, substantially as described and illustrated in Figures Nos. 1 to 20.
6. The arrangement and construction of retaining devices for spokes adapted to
engage with nipples substantially as described and illustrated in Figures
Nos. 21 to 29.
7. The arrangement and constructions of hubs or centres of wheels on frames,
substantially as. described and illustrated in Figures 30 and 31.
Dated this 11th day of July 1900
L.
FELL & JAMES,
1, Queen Victoria Street, London, E.C., Agents for the Applicant.