Year: 1886

page_text: Date of Application, 9th Aug., 1886.
Complete Left, 30th Mar., 1887.
Complete Accepted, 3rd May, 1887.
I JOSEPH NELSON HARRIS, of the American Axle and Wheel Company, No. 5 Dey
Street in the City of New York, United States of America, Manufacturer do hereby
declare the nature of this invention to be as follows:-
This invention relates to the construction of metal hubs, and to devices for
lubricating the bearing surfaces of the hub and axle, and to means for excluding
grit from the bearing.
The axle has, as usual, a square bed, with enlarged cylindrical arms, the diameter
of which exceeds by preference the cornerwise thickness of the bed. Between the bed
and arm is a cylindrical neck, of less diameter than the arm, and of greater area of cross
section than the bed, being preferably of a diameter equalling the cornerwise thickness
thereof.
The arms of the axle are hollow, being bored out cylindrically, and the chambers
thus formed are closed at their ends by screw-plugs. Each of these plugs has a flange
which stands at a fixed distance beyond the end of the arm. Into the intervening
space projects an internal flange on the hub-box, two leather washers or cushions
being placed on opposite sides of this flange to cushion the end-thrusts.
The hub consists essentially of two parts, the box which revolves in contact with the
axle-arm, and a mortise-ring which holds the spokes of the wheel. The box is of any
suitable bearing metal, as grey-iron casting. The mortise-ring is of any tough
malleable metal, malleableized cast iron being preferred. The two are united in
permanent manner and constitute substantially one piece. The outer surface of the
box and inner surface of the hub are turned cylindrically to an accurate but very tight
fit, and the box is forced into the mortise-ring by hydraulic pressure, (or the mortise-
ring may be shrunk on the box, if preferred). In case of breakage the box may be
forced out at either end.
The outer end of the box protrudes from the ring, and is screw-threaded, and on it
screws a cap which conceals the plug in the end of the axle.
The hollow chamber in the axle arm contains the lubricant, which should be
axle-grease or other semi-solid lubricant. From the inner end of this chamber a
passage leads out to the bearing, at the top of the arm. A piston or plunger works in

page_text: the chamber and is propelled forward by a screw from time to time, in order to force
out the lubricant on to the bearing. This screw may be arranged in various ways.
I prefer to screw-thread the cylindrical chamber through its entire length, and to
thread the periphery of the piston, so that by rotating the latter it propels itself
forward. It has a square recess into which a key projects to rotate it. This key may
be inserted through a hole in the plug which closes the end of the axle-arm. The key
may be permanent or removable.
Another construction consists of a disc piston with leather packing around its edge,
and a screw-rod projecting through it, and turning in fixed bearings. The hole in the
piston is threaded, and as the screw turns therein the piston is moved forward.
I propose also to make the grease-receptacle in the form of a tube on the end of the
said plug.
When filled with grease this tube is inserted into the hollow of the
axle-arm, which it fills, and the piston is moved forward from time to time in the
tube.
To prevent the admission of dirt or grit to the bearing through the inner end of the
hub, I provide a novel construction of sand-collar. This collar consists of an annular
plate of washer-shape, with an inner flange projecting in one direction, and an outer
flange projecting in the opposite direction. The inner flange is a tight fit with the
axle-neck, and the collar is forced or shrunk thereon, with the outer flange turned
toward the hub. Within this flange is placed a leather or other packing, against
which the inner end of the box comes. The box overhangs the enlarged arm
somewhat, forming an annular grease-chamber around the neck, within the collar.
The outer flange of the collar overhangs the end of the box, and the mortise-ring
overhangs and conceals it, an annular space being turned out between the ring and
box to receive this flange. In this space is a second annular grease-chamber. Any
grit must pass through both the grease chambers before it can reach the bearing
surfaces, and this is prevented by both chambers being filled with grease which has
worked out from the bearing.
My invention is also in part applicable to wooden hubs, in which case a wooden
mortise-ring is driven on to an iron box, and retained in place by a flanged ring
screwed on to the outer end of the box, and into this ring screws a cap, coming
against the outer end of the box, with a packing-ring interposed.
Dated this 9th day of August 1886.
J. C. MEWBURN,
169, Fleet Street, London,
Agent.

page_text: I JOSEPH NELSON HARRIS, of the American Axle and Wheel Company, of 5 Dey
Street, in the City of New York, United States of America, Manufacturer 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 :-
This invention relates to the construction of metal hubs; to devices for lubricating
the bearing-surfaces of the hub and axle ; and to means for excluding grit from the
bearing-surfaces.
The preferred construction of axle and hub is shown in Figures 1 to 5, inclusive, of
the drawings. Figure 1 is a longitudinal mid-section of the axle and hub; and
Figure 2 is a transverse section thereof, cut in two planes as denoted by lines 2----2
in Figure 1.
Referring to Figures 1 and 2, A designates the axle, and B the hub. The axle A
is formed with a square bed A¹, and cylindrical arms, one of which is shown at C. The
diameter of the arm is preferably greater than the cornerwise measurement of the bed,
as shown. Between this enlarged arm and the bed is a cylindrical neck D, preferably
of a diameter equal to the cornerwise measurement of the bed (see Figure 10) and
somewhat smaller than the arm C.
The hub B consists essentially of two parts, the box E, which revolves in contact
with the axle-arm, and a mortise ring F which holds the spokes of the wheel. These
are best seen in Figure 5, which is a longitudinal mid-section, the two parts being
partially separated. The box E is made of any suitable bearing-metal, usually "gray-
iron casting," although for some purposes, as for light vehicles, brass-composition or
other metal may be preferred. The mortise-ring F is made of any tough malleable
metal, malleableized cast iron being preferred, although bronze or other metals may
be used. This ring consists of a long tubular portion a extending nearly the entire
length of the box E, and a radially thickened portion b, in which are formed the
mortises c, c and their dividing partitions d, d.
The two parts E and F are united in permanent manner, so that they constitute
substantially one piece. The outer surface of the box E, and the inner surface of the
mortise-ring F are turned cylindrically to an accurate but very tight fit, and the box is
forced into the ring by hydraulic pressure. Or, if preferred, the mortise-ring may be
heated and shrunk on the box. In either case the fit should be so tight that no
shocks or strains to which the wheel is ever subjected in actual use will change the
relative positions of the parts; hence the hub consists essentially of only one piece.
But in case of breakage the box may be forced out at either end, by hydraulic
pressure.
The arms C of the axle are hollow, being bored out cylindrically, and the chambers G
thus formed are closed at their ends by screw plugs H. Each plug has a flange e
which stands at a fixed distance beyond the end of the arm, having a space or
groove e¹, Figure 10. The box E is formed with an internal flange f (Figure 5)

page_text: which, when the hub is in place on the axle, enters this space, as shown in Figure 1,
two leather washers 9, 9 being placed on its opposite sides. The end thrusts or shocks
are received by the flanges e and f, and the washers 9, 9. act as cushions to deaden the
shocks.
The spokes II are tenoned at their ends, and driven tightly into the mortises c, c
but their inner ends should not touch the box E.
The chambers G constitute receptacles for the lubricant, which should be axle-grease
or other semi-solid lubricating substance. A passage extends from the inner end of
the chamber G to the bearing surface at the top of the arm. Along the top of the
arm is a groove or space i for conducting the grease from end to end of the bearing-
surface. A piston or plunger J works in the chamber G, and is moved forward from
time to time in order to force out the lubricant on to the bearing. This piston is
propelled forward by a screw. The preferred construction is shown in Figure 1, the
chamber G being screw threaded its entire length, and the piston J having a screw
thread cut on its periphery, so that it screws into the chamber. Figure 4 shows the
piston J, removed. The chamber G is first nearly filled with grease; then the piston J
is screwed in, against the grease; then the plug H is screwed in tight; and then a
key K, shown in Figure 3, is inserted through a hole k in the plug, its square end
enters the square socket j¹ in the piston, and by turning this key the piston is screwed
in until the grease is forced out on to the bearing, and extends in a thin film over
the entire bearing-surface. Finally the cap L is screwed on to conceal the plug H.
Every few days the piston J should be propelled forward a little, to force out some
more grease on to the bearing.
The screwing forward of the piston J may be accomplished in several different
ways, examples of which are illustrated in Figures 6 to 12 inclusive. In Figure
the piston J has a square hole j through its centre, as shown in Figure 7, and a square
key K is placed in the chamber G, passing through this hole. The outer end of the
key passes through the opening k in the plug, and is squared, to be grasped by a key
or wrench, to turn it, and thereby to turn the piston J.
Figure 8 is a section of the axle alone, showing another construction of piston J,
the latter being shown removed in Figure 9. The chamber G is smooth-bored, and
the screw-thread is cut on a small rod K which extends through the axis of the
chamber. The piston J consists of a metal disc m and a leather packing n, the latter
being so large that it fits the chamber G very tightly. The hole in the disc m
(Figure 9) is screw-threaded, fitting the screw rod K³. When the rod K³ is turned,
it forces the piston J forward.
Figures 10, 11 and 12 show another construction. The plug H has a thin metal
tube or cup M fixed to it, fitting into the chamber G. Figure 11 shows them
withdrawn. The piston J fits tightly in the tube M, and is propelled by a screw
rod K2, as before. Figure 12 shows the piston and screw withdrawn. The piston J
has a conical projection J¹. The tube M inay have an indentation p (Figure 11) and
the piston an indentation 9 (Figure 12) to prevent the rotation of the piston when the
screw is turned. The plug H is unscrewed, the piston J moved back in the tube M
until it fits close against the plug, and then the tube is filled with grease, after which
it is inserted in the chamber G and the plug H screwed in tight.
To prevent any sand or grit reaching the bearing-surfaces, a collar N is provided,
which is fitted tightly on the neck D of the axle as best shown in Figures 8 and 10, by
forcing it or shrinking it thereon. It has a flanger projecting outwardly, and inside
this flange is a soft packing-washers (Figure 10). When the hub is in place its
box E overhangs the bearing-surface or arm C and comes against the packings, thus
forming an annular grease-chamber t (Figure 1) which soon becomes filled with spent
grease from the bearing-surface. The hub has an annular recess u into which the
Hange projects, and in this recess is formed a groove o constituting a second annular
grease-chamber, which also becomes filled with grease. It is impossible for any grit
to enter through the two grease chambers vand t, and hence no grit can reach the
bearing.
go
If it is preferred to use thin oil as a lubricant, instead of grease, the axle may be

page_text: provided with a hole through the underside of its arm, as shown at x in Figure 8.
When the piston J is used, with axle-grease, the hole is stopped by a cork. When
thin oil is to be used, the piston is removed, the cork is forced out of the hole x, and
the oil is poured in through the hole in the plug H.
Figure 6 shows a wooden-hub. The axle is made with its arm of the same
diameter as the neck D. The box E is constructed with ribs or fins to, to on its
exterior, and the wooden mortise-ring F is driven on to it, and retained thereon by a
flanged ring P which is screwed on to the outer end of the box. A screw or nail p
keeps this ring from unscrewing. The cap L screws into this ring P, against the end
of the box E, a packing-ring being interposed to make a tight joint and prevent
any leakage of oil or grease through the screw-threads and into the wood.
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, in
respect of vehicle hubs and axles, is :-
1. A hub consisting of a tubular axle-box E of rigid bearing-metal, cylindrical upon
its exterior, and a tubular mortise ring F of malleable metal, formed with mortises for
the spokes, with its bore cylindrical, and united to the said box by being forced or
shrunk directly thereon, whereby the two are united in permanent manner, although
they may be separated by hydraulic pressure.
2. A hub consisting of the box E and mortise ring F united together in permanent
manner by shrinking or hydraulic pressure, and having an internal flange f on the
box, in combination with the axle A having a cylindrical arm at least as large as the
cornerwise measurement of the bed, and a plug H having a flange e fixed beyond
the end of the arm, with cushions g, g on opposite sides of the flange f¹ whereby the
end wise thrusts are transmitted through the said cushions and the flange f on the hub.
3. A vehicle-axle formed with a chamber G in its arm for containing a lubricant,
and with a passage h extending from said chamber to the exterior of the arm, in
combination with a screw propelled piston J in said chamber for expelling the
lubricant.
4. The axle with its chamber G screw-threaded, and the piston J screw threaded on
its periphery to fit the same, and adapted to be turned therein to expel the lubricant,
as shown in Figures 1 and 2, or 6 and 7.
5. The axle with its chamber G, smooth-bored and the piston J working therein,
and the screw-rod K for propelling said piston, as shown in Figures 8 and 9.
6. The axle with its chamber G combined with the plug H and tube M fitting said
chamber, the piston J working in said tube, and the screw-rod K* for propelling the
piston therein, as shown in Figures 10, 11 and 12.
7. The combination of the axle, the hub and the collar N fixed on the neck of the
axle, coming against the end of the hub-hox E, and forming a grease-chamber tat
the junction of the axle-collar and box, for the purpose of excluding grit from the
bearing.
8. A hub consisting of a metal-box E, a wooden mortise ring F driven thereon, a
flanged ring P screwed on the box against said wooden ring, a packing washer Qin
the said ring against the end of the box, and an end-cap L screwing into the said
flanged ring, against the said washer, substantially as shown in Figure 6.
Dated this 30th day of March 1887.
J. C. MEWBURN,
169, Fleet Street, London,
Agent.