Year: 1886

page_text: I, WILLIAM PHILLIPS THOMPSON, Fel. Inst. P.A. of the Agency for Foreign
Patent Solicitors, 6 Lord Street, Liverpool in the county of Lancaster, and 323 High
Holborn in the county of Middlesex, Civil Engineer do hereby declare the nature
of this invention (a communication from abroad by Henry Monroe Horrne,
Inventor of Paris, and John Calvin Rutherford, Farmer, of Dowlin, both in the
county of Lamar, State of Texas United States of America) 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 wheels, and consists in a novel construction of and
mode of assembling or putting together the parts thereof, whereby a wheel can be
produced which can be put together, taken apart, repaired, renewed, or tightened,
with no tools or appliances other than a wrench, and by persons wholly unskilled
in the manufacture of wheels in the ordinary way.
The construction involves a novel method of bracing the spokes upon or against
each other at their inner ends, so that they mutually support each other and sustain
the felloe and tire without depending upon the hub or its box for support, in which
respect this wheel differs from all others.
From this construction it follows that the hub and axle box may be removed
and applied at will without disturbing any other part of the wheel, and that when
the hub is thus removed any other part of the wheel may be taken out and restored
to position or replaced by another, with ease and dispatch.
The peculiar manner of bracing and assembling the parts can be applied also to
other constructions.
In the accompanying drawings:-
Figure 1 is a face view of the improved wheel with the outer disk removed.
Figure 2 an inner face view of one of the disks, showing the radial ribs therein.
Figure 3 a perspective view of the hub end of one of the spokes.

page_text: '
Figure 4, a perspective view of the washer or plate applied to the end of the
spoke and resting upon the felloe, the felloe and tire being shown in dotted lines.
Figure 5 a longitudinal central sectional view of the hub.
Figure 6 a view of the wheel previous to forcing the spokes into their final
position.
Figure 7 a face view of the hub ends of the spokes, showing the form thereof
and the manner of placing them together and of applying filling pieces in case of
shrinkage.
Figure 8 a perspective view of one of the filling pieces used between the hub
ends of the spokes.
Figure 9 a perspective view of one of the filling pieces employed between the
felloe sections.
Figure 10 a section through one of said felloe pieces and the tire.
Figure 11 a transverse section through the tire, felloe and felloe plate showing
the end of the spoke also in section.
Figures 12 to 18, views illustrating certain details and modifications.
Heretofore in the construction of wheels it has been customary to begin at the
hub and build outward to the tire, applying the spokes to the hub, and felloe to
the spokes, and lastly the tire to the felloe, the tire being caused to bind all
together either by its shrinkage or by compression or." upsetting."
******
This plan is substantially a reversal of, the foregoing, beginning with the tire of
the required dimensions the inventor places the felloe within the same, and the
spokes within the felloe, presses the spokes to position in such manner that they
mutually force each other outward radially and press the felloe firmly against the
tire, and finally applies the hub which retains the parts all in place.
This mode of construction is applicable to wheels and pulleys of all kinds and
for a great variety of uses, and it may also be applied to the building of other
structures requiring to be braced from within.
The construction of the parts is as follows, the manner of assembling the same or
putting the wheel together will be explained more in detail further on.
A indicates a tire of suitable dimensions concave on its interior as represented in
the drawings. B indicates the felloe, made up of several sections, as is usual,
and C indicates the spokes.
In practice it is convenient to make the felloe sections of a length to include two,
or sometimes three spokes, though they may be longer if preferred.
"
Each spoke has its innér end D made in the form of a keystone or blunt-ended
wedge as shown in Figures 1, 3 and 7 and the inclined faces of said portion D are
beveled each way from the middle, thereby producing the faces c, c, Figure 3.
When the spokes are placed together, as in Figures 1 and 7, these faces c coming
together, form V-shaped mortises, or recesses between the spokes or in the faces of
the central portion of the wheel as shown in said Figures.
These mortises or recesses occupy about one half the length of the inner wedge-
shaped end D of the spokes, as shown in Figures 1, 3, and 7, leaving the wedge
faces intact beyond the same to form flat bearing or contact surfaces, by which the
spokes may bear upon and mutually support each other.
As shown in Figure 12, only one of the inclined faces of wedge-shaped end D,
may be beveled; the other face remaining plain and forming a bearing for the
adjacent spoke. It will thus be seen that the V-shaped mortises will be between
each alternate set of spokes instead of between each set as in Figure 7. In some
cases there is inserted in the inner end of each spoke, a wedge a², shown in
Figures 13, 17, and 18, which spreads the inner ends D of the spokes laterally or
in the direction of the axle.
The outer end of each spoke is tenoned in the usual way, to enter the felloe, the
tenon being moreover made a trifle longer than in common wheels, in order that a
bearing plate or washer L may be inserted between the shoulder of the spoke and
felloe, as indicated in Figures 1 and 11.

page_text: The form of the plate or washer is shown in Figures 4 to 11, its outer face being
shaped to conform accurately to the inner face of the felloe, and its inner face
being flat, and perforated, as shown, to form a bearing for the end or shoulder of
the spoke and to permit the spoke tenon to pass through it.
Encircling the opening is a raised V-shaped rib & projecting slightly above the
flat bearing face and designed to imbed itself in the shoulder of the spoke as
illustrated in Figure 11.
This prevents the plate from shifting about or wearing the tenon.
The corners or faces of the plate or washer L'are rounded or beveled so that
when the plates are applied to the felloe, the latter presents the appearance of
being chamfered, though in reality having a smooth surface.
These plates or washers L are not designed so much to act in the capacity of
spoke sockets, as to afford means for compensation at any time for shrinkage or
compression of the felloe or spokes, by removing plates or washers of one thickness
and substituting thicker ones.
This is an important feature of the improved wheel owing to the fact that it is
braced and tightened from the centre outward, instead of by binding and com-
pressing from the periphery inward, and because, although if deemed desirable the
wheel may be tightened by shrinking or compressing the tire, the reverse method
under ordinary circumstances is employed.
Each spoke is formed with a semi-circular groove q in one inclined face of the
wedge-shaped portion D, the grooves being placed on opposite sides alternately of
adjoining spokes as shown in Figures 1 and 7. This arrangement causes a circular
opening to be made between each pair of spokes when the spokes are put together,
yet avoids undue weakening or cutting away of the spokes as would happen if both
faces were grooved.
The tire, felloe, spokes and plates or washers L being thus provided, the tire is
placed upon suitable support, and the felloe sections are each applied with their
plates or washers and spokes.
The felloe sections are then placed within the tire, and if a cold tire is employed,
as is preferred, the felloe sections are made of a length slightly less than is required
to closely fit the interior of the tire when pressed out firmly against the same.
Each felloe section is inserted into the tire with its end close to the end of the
next, and with the spokes raised somewhat above the level of the tire so that the
central opening shall be enlarged and the space between the wedge-shaped ends D,
increased so that their faces may be readily placed together side by side.
In this condition the spokes form a flattened cone-like structure with the centre
raised above the level of the tire, as indicated in Figure 6.
When in this shape, the bub is inserted, preparatory to forcing down the centro
of the cone into the proper plane for the finished wheel.
The form and construction of said hub will be understood upon referring to
Figures 2, 5 and 6, 17 and 18.
It consists essentially of three parts, the first indicated by the letter G, and
embracing a cylindrical or substantially cylindrical body t having its outer or
forward end threaded on the outside, as at i, a radial flange E, about midway
between its ends, and an enlarged inner end or sleeve g, adapted to serve as an
encircling band to the collar at the inner end of the axle spindle.
The body is centrally bored from end to end to receive the box or lining
sleeve R, the portion being bored out to a larger internal diameter than the
remaining portion, thereby forming a shoulder u against which a corresponding
shoulder w of the box B is drawn, and held by a nut f, applied to the threaded
Forward end of the box, where the latter projects through and beyond the body t,
as shown in Figure 5.
Within the cylindrical body t, an annular groove v is formed, which, when the
ox or lining H is inserted, constitutes an oil receptacle or chamber.
The oil from this chamber reaches the interior of the box or lining through a pin
r stem v, the inner end of which is made of tubular form, and laterally pierced

page_text: with one or more holes through which oil may pass from space V to the interior of
the stem and thence to the spindle or interior of the box.
The pin or stem v serves to close the filling openings formed in the body of the
hub, and also forins an easy means of controlling the discharge of oil or the supply
to the spindle, the stein being made long enough and the lateral hole or holes being 5
so located that by screwing the stem slightly up or down the hole or holes shall be
uncovered or covered more or less as required.
The interior of the box or lining H is provided with two annular grooves in
which the oil collects, and from which it is distributed over the spindle, said
spindle and box tapering sufficiently to cause the flow or travel of the oil toward 1
the outer end.
The hub being thus constructed, the body t of portion G is passed through the
circular opening formed by the meeting of the portions D of the inner ends of the
spokes, and the ribs m are inserted between the faces c, it being understood of
course that in the present instance the inner ends of the spokes are raised at the
céntre at the inner face of the wheel, from which face or side the hub portion G is
inserted.
Upon reference to Figures 17 and 18, it will be seen that the plates or disks
J, K, may both be made independent of the main portion G, and slipped loosely
upon the latter, as shown, it being only, necessary that a hub band or nut n, be
employed to screw upon G and up against the plates J, K, and bind them firmly
to their seats.
The axle box B may in some cases be dispensed with, and only the main
portion G used; in which case it is preferable that it be right-and-left threaded as
shown in Figure 18, so that any tendency there might be of the spokes unscrewing
the plates J, K, would be counteracted.
One end of the threaded portion t of the hub is reduced as shown in Figure 18,
so that when the hub is inserted between the raised ends of the spokes it will not
come in contact therewith and deface them. In passing the hub through between
the ends of the spokes, this reduced portion just referred to may be encircled by a
smooth collar.
Suitable pressure is then applied to the end of the hub section G, and the disk K
bearing equally upon all the spokes, causes them to move together into a common
plane, approximating more or less closely to that of the tire and felloe according to
the "dish or absence thereof desired.
In order to prevent the box or lining from turning within and independently of
the hub the shoulder or face u, is formed with notches or recesses r to receive lugs
or projections s formed on the face w of the box, or in the reverse order as
preferred.
The outer face of the disk K is formed with radial ribs m, of V-shape in cross-
section, projecting outward from the faces, and extending radially from the
cylindrical body t about half way to the periphery of the disk.
These ribs have the same inclination or bevel as the faces c of the spokes C, and
are designed to enter between and bear against said faces, firmly bind and hold
the inner ends of the spokes, and to afford means of compensation for any slight
shrinkage that may occur in this portion of the spokes.
The second part of the hub is merely an annular disk J of the same size as
disk K and provided with corresponding ribs I which stand in line with the
ribs m of disk K and with them complete the seats or sockets for the inner ends
of the spokes.
The central opening of the disk J is of such size as to permit the disk to be
slipped freely upon the cylindrical body t and move up against the face of the
central portion of the wheel, formed by the spokes after the spokes are pressed
into their proper position.
Of course where the construction shown in Figure 12 is adopted, the disks J, K
will have just half the number of wedges l, m, as they would have under the

page_text: Between the wedges l, m, the plates or disks J, K, are undercut or inclined as
at b² to conform to the inner end of the spoke which has been previously enlarged
by the insertion of the wedge a², as clearly shown in Figures 12, 17 and 18.
The third and remaining portion of the hub is the outer hub band, which in the
present instance is made in the form of a large nut n, to screw upon the threaded
portion of the body t.
This band serves not only to cover and protect the nut by which the wheel is
held upon its spindle, but also acts by reason of its nut form to force the disk J
firmly up against the outer face of the wheel, at the same time drawing disk K
firmly against the inner face thereof, and crowding the ribs and m into the space
between the beveled faces c.
When the spokes are forced into position in the manner stated, the wedge-
shaped portions D bearing upon one another form a complete circular or continuous
arch, and any pressure from the exterior only tends to close the joints of the arch
and render it more solid and perfect. It therefore follows that if the faces of the
spokes are raised in the cone-like form explained, they will be pressed together
with great force when the spokes are forced into an approximately level plane, and
act in the manner of a toggle lever, as they do, with a constantly increasing
leverage.
It also follows that the spokes abutting against and supporting each other at
the central portion of the wheel and unable to move further inward must exert a
powerful outward pressure, and force the felloe sections against the tire with great
power thus tightening the wheel throughout, and without any dependence upon
the hub for support against radial pressure inward.
The hub is so proportioned that after the spokes are thus brought to position
the hub may be readily removed, and when this is done the wheel will remain
firm and rigid and resist immense pressure in the plane of its spokes.
In putting the wheel together however, the portion G of the hub is allowed to
remain in position and it may be made to fit so closely within the central opening
of the wheel as to form an additional support for the spokes..
The disk J is next applied to the outer face of the wheel and then the nut n is
screwed upon the threaded portion i, binding the parts firmly together.
The disks J and K are further drawn and held together by the bolts M, which
pass through holes therein and through holes formed by the semicircular groove q
of the spokes C.
In Figures 1, 2 and 7, the holes for the reception of the bolts M are in the same
line with some of the V-shaped mortises formed at the ends of the spokes; but it
is preferable that the bolts M and the V-shaped mortises should alternate as shown
in Figure 12, and thus avoid cutting away too much of the spokes.
When thus united and bound together the wheel is extremely rigid and strong,
and play or movement of the spokes is impossible.
Owing to the outward pressure upon the felloe small gaps or openings will
appear between the ends of the adjoining sections.
To close these and prevent the least end play of the felloe sections, between the
sections are employed thin metal spacing plates F having an outline exactly
conforming to the cross section of the felloe and formed with a tang or stem which
passes through a hole drilled in the tire, and is headed down in the counter-bored
outer face of said hole, as shown in Figure 10.
In taking the wheel apart, it is necessary that means be provided for removing
one of the plates F, and to accomplish this the construction is adopted shown in
Figures 14, 15 and 16. The plate F is smooth as shown in Figure 16, and is
provided with a seat or recess c³ in its face in which the end of the spring d² fits
when the plate is driven to its seat. The spring d³ is preferably made of steel
wire, seated and secured in the end of one of the felloe sections, as shown in
Figure 15. When it is desired to take the wheel apart, the spring d is forced
back by hand or otherwise, out of the notch c³ and the plate F removed,

page_text: Some of the plates F may be roughened on their faces as shown in Figure 16,
and it will be apparent that the tang h may in some cases be omitted.
The ends of the felloe sections are preferably rounded as shown in Figures 14
and 15 so that when the plates F are inserted, lateral displacement of the sections
is prevented. These plates servo to hold the felloe sections firmly and accurately
in place.
In the event of the wood of the spokes shrinking, as it is liable to do after
long use or in continued dry weather, remove the hub and insert between the
ends D of the spoke, one or more thin filling pieces E, of wood or other suitable
material, scored or roughened at the inner end as shown in Figure 8, to prevent
slipping from place.
As shown in Figure 12 these filling pieces E may be placed above the V-shaped
mortises and below the bolt M.
Thus the filling pieces E, and the bearing plates L, compensate for all the
shrinkage and compression that can occur in a wheel in any manner.
It will be seen that this wheel may be put together and taken apart at any
time and place with only a wrench to loosen the nuts, and by any one possessing
the knowledge of mechanical matters.
The invention is applicable to any and all kinds of wheels and pulleys, though
represented in the form of a carriage wheel.
The parts can be made to given scales and interchangeable and can be shipped
in a "knock-down" shape to any place desired, thus requiring little room and
reducing the cost of transportation and storage; and being kept in stock any part
can be readily supplied and put in place without further preparation.
The importance and great practical advantage of such a construction will be
apparent.
It will be observed that the ends of box H project beyond the main body of the
hub (though of course not beyond the hub bands), and thus serve to take all wear
and strain off the hub, including the thrust or end play and the wear against the
spindle collar and nut.
Having now particularly described and ascertained the nature of the said
invention, and in what manner the same is to be performed, as communicated to
me by my foreign correspondent, I declare that what I claim is :-
1. The herein described method of constructing a wheel, which method consists
in first placing the tire on a suitable support, and inserting the spokes into the
felloe sections and placing said sections against the inner face of the tire with the
inner ends of the spokes raised above the plane of the tire and felloe, and placed
side by side in a circle in immediate contact with one another, next pressing the
raised central portion of the wheel down to the required plane, and lastly, applying
the hub to the inner ends of the spokes and thereby binding them firmly together
as set forth.
2. In the process of constructing wheels, the method of tightening the felloe and
spokes, which consists in placing the felloe sections against the interior of the tire
with the outer ends of the spokes inserted in the felloe sections, and their inner
ends placed side by side and in immediate contact with one another in a plane
above the plane of the tire and felloe, and then forcing the inner ends of the
spokes simultaneously and equally toward the plane of the tire and felloe, whereby
the outward pressure is effected by the spokes wholly independent of the hub.
3. A wheel provided with a removable hub and removable spokes and a
removable bearing plate or washer interposed between the shoulder of the spoke
and the felloe; whereby the spokes and felloe may be made tight at any time by
removing the plate or washer and substituting a thicker one.
4. In a wheel, the combination with the felloe and spokes, of bearing plates and
washers interposed between the felloe and spoke shoulder and provided with a
raised rib to imbed itself in said shoulder substantially as described and shown.

page_text: 5. In a wheel, the combination of a tire having a concave inner face, a sectional
felloe having its outer face made to conform to the inner face of the tire, spokes
having their outer ends seated in mortises in the felloe sections and their inner
ends bearing against each other side by side, and a divided hub, clamping the
inner ends of the spokes substantially as described and shown.
6. In a wheel, the combination of a tire, felloe and spokes, and a hub consisting
of part C having disk K with radial ribs m, body't provided with threaded
portion i, sleeve g and notches 7, and hub f applied to the end of the box and
serving to retain the same in place, substantially as set forth.
7. The combination in a wheel, of a tire, a felloe a series of spokes having their
corners cut away to form bevel faces d, e, at their inner ends, disks J, K, provided
with V-shaped ribs projecting from their faces to enter between the bevel faces d, e,
and bolts for drawing the disks together, said disks being adapted to move to and
from each other without turning.
8. In combination with a tire having a concave seat; a felloe composed of
sections seated therein and blocks as a, between the contiguous ends of the felloe
sections.
9. In combination with a tire A having a concave seat; a felloe B composed of
sections sealed therein and having their ends rounded; and blocks a inserted
between the ends of the felloe sections and conforming in shape to the felloe
sections and tire.
10. In combination with a tire, a felloe made in sections and seated therein, a
dowel block between the ends of the felloe sections, and a spring catch to retain
said block in place.
11. In combination with a tire, a felloe, spokes inserted therein, and abutting
at their inner ends and axle sleeve or box threaded on its exterior, disks encircling
the box or sleeve and bearing against the spokes and collars screwed upon the
sleeve or Lox and against the disk, substantially as shown and described.
12. In combination with tire A, felloe B, spokes C abutting at their inner ends.
provided with inclines c, c, on one face only, and wedges d; disk I provided with
wedges o and incline f, and sleeve H and collar J.
13. In combination with tire A, felloe B, spokes C abutting at their inner ends
and provided with inclines c, c, on one face only, disks I provided with wedges e;
bolts g passing between each pair of spokes and alternating with the wedges H
and collars J, all arranged as shown.
14. In combination with a wheel constructed substantially as herein described
and shown, and provided with wedges e and bolts g alternating as shown, the
plates or wedges h inserted between the plain beveled faces of the spokes above
the wedges e, and below the bolts g, as and for the purpose set forth.
15. In a wheel, the combination with a tire, a felloe, and spokes, the sleeve H
right-and-left threaded as shown, disks I, I, and collars or caps J, J, substantially
as shown.