Improvements in Wheels.
Year: 1891

page_text: Date of Application, 16th Nov., 1891
Complete Specification Left, 10th Aug., 1892-Accepted, 22nd Oct., 1892
PROVISIONAL SPECIFICATION:
Improvements in Wheels.
I, EUGENE PERSIL of Boulevard Henri IV Paris in the Republic of France
Manufacturer do hereby declare the nature of this invention to be as follows
11
This invention relates to the wheels of vehicles and is applicable to all vehicles
but it is especially suitable for the wheels of velocipedes and light road vehicles.
According to this invention the wheels are made of or with a number of springs
serving as spokes or in addition to the spokes and the tire is made flexible so that
the wheel is throughout its revolution continually balanced or cushioned on springs
on a flexible and springlike tire.
The tire is made of a thin band of steel or of several thin bands and the spokes
are made of curved bands of steel, that is to say curved when in position each
spoke being made up of several bands of steel of different lengths.
In place of making these spring spokes directly support the outer flexible tire,
they may support an inner rigid tire which supports the outer flexible tire by other
springs of suitable construction.
Where an outer flexible tire is thus connected by springs to an inner rigid
tire, the latter may be supported by rigid spokes instead of spring spokes as
aforesaid.
Dated this 16th day of November 1801
HERBERT & Co.,
Agents to Applicant.
COMPLETE SPECIFICATION.
Improvements in Wheels.
I, EUGENE PERSIL, of 14 Rue de Balzac, (formerly of Boulevard Henri IV,)
Paris, in the Republic of France, 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:-
The wheel which forms the subject of the present invention in any of the modi-
fications or forms thereof hereinafter described is applicable to almost all vehicles
but is more especially adapted for velocipedes and like light vehicles.
The said improved wheel obviates vibration, diminishes the tractive force
required to propel the vehicle, and rolls substantially without noise and without
fatiguing the parts which constitute it. Moreover the said wheel is very light, it
has great strength, and the cost of manufacture is very low.
In order that its construction may be clearly understood I will describe in detail
with reference to the accompanying drawings the parts composing my improved
wheel.
Figure 1 is a side elevation of one form of my improved wheel.
Figure 2 is a diagram hereinafter referred to."
Figures 3 to 25 illustrate the construction of various modifications of my
invention.
Figure 26 is a side view of a further modified form of wheel constructed
according to my invention and having two concentric flexible portions.
Figure 27 shows the application to a wheel of most of the various modifications
above referred to.
Figures 28 to 30 are details hereinafter described.
Like letters of reference indicate corresponding parts throughout the drawings.

page_text: a is a rigid rim constructed of metal or wood according to circumstances, and
connected by spokes b with a hub c in any ordinary or usual manner.
d is an elastic flexible tyre external to the rigid rim a and concentric therewith.
The said flexible tyre and rigid rim are connected by springs, simple or compound,
as hereinafter fully described.
The flexible tyre d may consist of a single thin band of hardened steel, or a
band wound around on itself two or more times, according to circumstances and
according to the weight to be supported. This tyre constitutes a spring which
adapts itself to the irregularities of the ground, but recovers its original shape
again without suffering fatigue.
When an ordinary wheel with a rigid rim encounters an obstacle it must either
crush the obstacle or be elevated in order to pass over it.
In either case work has to be performed at the expense of speed or of motive
power. Consider, for example, a velocipede running through a paved street;
each time the wheel passes from one stone to another it must be alternately raised
and depressed a distance corresponding with the height of the stone above the
general level of the ground and thereby a considerable amount of work is con-
sumed, which exhausts the rider unnecessarily and produces a great deal of
vibration which causes wear and tear in the machine.
In my improved flexible wheel, on the contrary, each time the tyre passes over
a stone or other obstacle on the route it adapts itself to the form of the said
obstacle and owing to the action of the flexible tyre and the springs passes over
the obstacle quietly and easily without sensibly raising the wheel.
After passing the obstacle the springs and the flexible tyre recover their former
shape without causing shocks or vibrations. By reason of the deformation of the
flexible tyre when passing over an obstacle the radius diminishes perceptibly and
the power required to drive the wheel is lessened in a considerable degree.
It should be observed, for this is one of the most important features of my inven-
tion, that, owing to the combination of the rigid rim, multiple springs, and the
flexible tyre which itself forms a spring, the deformation of the tyre takes place
only at the point of contact with the soil as indicated in Figure 1, the remainder of
the tyre retaining its normal appearance and form. If it were otherwise the work
imposed upon the springs would be such that no metal, however, strong, would
withstand the stress, and the springs continually in action at different angles would
break in a very short time. In my wheel the springs work only at the precise
moment when their action is necessary. The rest of the time they are in
repose.
The arrangements of springs which 1 employ may be divided into three
classes.
(1) Fixed springs ;
(2) Articulated composite springs ;
(3) Hinge springs.
The fixed springs which may be employed are not numerous, for it is not easy
to design a spring fastened at its two extremities which will avoid permanent
deformation and ultimate rupture, whatever might be its length and its thickness.
When the flexible tyre encounters an obstacle and is deformed, the fixed spring,
not being able to lengthen out, is strained and finally breaks at the point where the
strain is greatest. A few examples will render this theory understood and
establish in a striking manner the fact that any attempt made in this direction
would probably lead to failure.
If the flexible tyre d Figure 2 which is connected with the rigid rim a by
springs e of the kind shown, rigidly fixed to the rim and tyre, be caused to take up
the position indicated by dotted lines, the said springs can flatten only, and if the
contortions be rapidly and frequently repeated and exaggerated, rupture of the
springs at the points of the least resistance will soon take place.
In the examples which I have chosen these ruptures would probably take place
at the points marked æ. Therefore none of these forms of springs can be usefully

page_text: adopted. If fixed springs are to be employed it is necessary to have recourse to an
arrangement of such springs in such manner that they can change their shape
without straining the constituent molecules of the metal.
Such are the S shaped springs and coiled wire springs or flat spirals.
In Figures 3 and 4 I have shown a spring e made of coiled wire which is
attached at el to the rigid rim a and at e² to the flexible tyre d. Although fastened
at its extremities, this spring, owing to the relative position of the fastenings and
to the play of the spirals can follow the inflexions of the tyre and expand and
contract without fatigue or danger of breakage.
In Figures 5 and 6 I have shown a flat volute spring which is fixed at one end
to a standard 3 secured to the rigid rim a, and at its other end is fixed to the
flexible tyre d.
The composite springs of the second category may present various forms.
As with the preceding ones, I will content myself with setting forth the theory
underlying this part of my invention and illustrating the same by the aid of a few
examples.
In order to secure in the wheel the maximum of elasticity the attachment to the
rim and tyre must be fixed; the least sliding movement at those points would
absorb a considerable amount of work and would constitute a series of brakes which
would impede the motion.
If for heavy vehicles it is wished to use strong springs which are flexible and
of a minimum height, recourse must be had to the composite springs which I will
here describe or to the hinge springs which form the third category of the
classification.
In this kind of spring the points of attachment on the rim and tyre are fixed, but
the spring proper is free. It can rise or fall according to the inflexions of the
tyre whilst its articulated support may without fatigue oscillate and follow the
undulations of the wheel.
Figures 7, 8, 9, 10 show some examples of articulated composite springs.
In Figure 7 a flat metal strip f is riveted at one end to the flexible tyre and is
articulated at its other end at 11 to a support g which is hinged at g' to a plate h
riveted to the rigid rim a. This double articulation enables the system to change
its position as indicated in dotted lines. The spring proper e, is composed of one
or more sheets which are fastened to and to g and by their resistance to bending
will regulate the angular movement of the parts ƒ and g at the joint, permitting
sufficient movement to enable the tyre to yield to the most violent shocks without
fear of excessive deformation of the spring or risk of its rupture.
Figure 8 shows a spring working under the same conditions as the preceding,
but in this case the spring proper e is in the form of a spiral.
Figure 9 shows another kind of composite spring formed of a cantilever
spring e riveted at e¹ upon the rigid rim a and connected at its other extremity to
the flexible tyre d by means of a link g which is pivoted to a hinge plate secured to
the flexible rim.
Figure 10 represents a spring which differs from Figure 9 only in the shape of
the spring. In this case the spring is of a spiral form and is secured at its inner
end to a standard es fixed to the rigid rim.
The change of form undergone by these different springs at work is indicated
by dotted lines.
I now come to the third category which is illustrated by Figures 11 to 25.
Here the spring can lengthen out and change its form without fatigue of the metal
and without fear of rupture. The springs are strong, simple, light and eminently
practical.
Figure 11 represents a spring e of S-shape having one strip or two or more
superposed strips pivoted at e to the rigid rim a and at e to the flexible tyre d.
ee are portions of the spring or are hinge plates to which it is articulated, and
which extend beyond the pivots and are secured to the tyre d and rim a.
Figures 12 and 13 show slightly modified forms of the same spring.

page_text: In Figure 13 I have shown in plan a mode of securing the end of a spring to
the tyre or to the rim which consists in placing a plate across the end of the
spring e and securing it and the spring to the rim or tyre by rivets passed
through all three. The plate when necessary serves as a stiffener to reinforce the
spring.
Figures 14 and 15 show the application of ordinary carriage springs to the
purposes of my invention, one half of each spring being secured at its centre to
the flexible tyre, and the other half being similarly secured to the rigid rim. The
springs are arranged to overlap each other as indicated in Figures 14 and 16 the
latter of which shows the springs in plan view.
Figure 17 shows a plan view of Figure 15.
Figures 18 and 19 each show half of a pincer or carriage spring, one part, in
Figure 18 being fixed to the tyre d and the other part articulated to the rim a,
while in Figure 19 both parts are fixed directly to the rim and tyre.
Figure 20 shows a carriage-spring articulated to the tyre and rim and having a
supplementary free spring es combined therewith.
It remains to speak of a spring which I will term a compensating spring, the
advantages of which are such that it will probably be preferred to all the others
above described.
This arrangement, Figure 21, consists of a six sided figure i the adjacent sides
of which are pivoted together and one side of which is fixed to the rigid rim while
the opposite side is fixed to the flexible tyre. One or more helical springs e³
connect the opposite sides of the frame.
Figure 22 shows this arrangement under compression.
Figure 23 represents a modification of this arrangement and consists of a diamond
shaped frame having two opposite corners pivoted respectively to the rigid rim
and to the flexible tyre. This construction always works normally whatever may
be the position of the obstacle. The metal has no bending action to resist because
all the working points are articulated. The helical spring operating horizontally
with a short motion has no fatigue, consequently a rupture is practically as
impossible in the spring as in the points of attachment, moreover this spring can
operate successfully under a great range of load and I can diminish or augment
the length of the radii of the arms of the frame and vary the expansion, but for
this latter purpose it is sufficient to give more or less resistance to the helical
springs which may be readily changed. These springs I term compensating
springs.
In Figures 24 and 25, which represent in plan and side elevation respectively, a
further modification according to my invention, k is a small cylindrical chamber
secured to the rim a and having a spindle ¹ passing axially therethrough.
kk are arms secured to the ends of the said spindle and e is a spring also secured
thereto and to the interior of the chamber k. The said arms are articulated to an
angle-piece which is secured to the flexible tyre so that any movement of the said
tyre towards the centre of the wheel will effect the turning of the arms k² and
spindle which will be suitably opposed by the resistance of the spring e.
Figure 1 represents the general arrangement of a wheel provided with articulated
S-shaped springs of the kind shown in Figure 13. It shows the deformation of
the flexible tyre at the point of contact with the ground, the deformation of the
springs in their different positions with regard to the roughness of the ground, and
the absolute roundness of the rest of the wheel.
"
According to a further improvement I construct wheels with two "crowns or
flexible tyres d d as shown in Figure 26, and a double series of springs.
This kind of wheel is applicable to velocipedes as well as to light vehicles or to
those which are liable to receive violent shocks. Although this wheel is a little
more complicated and a little heavier than the one heretofore described it will be
largely used, I believe, on account of its extremely smooth rolling action. This
is the wheel having a compensating crown. The vibration produced by the
contact of the flexible tyre with the ground is, so to speak, stored up by the outer

page_text: crown. The second flexible tyre yielding under the pressure of the lower springs,
enables them to play without fatigue, whilst causing the upper springs to operate
gently, which upper springs having no longer to follow the undulations of the
ground always work normally and thus lessen the shocks to a considerable extent
and restore the greater part of the work absorbed in their deformation.
The principle of this double flexible tyre is therefore most important. The
whole of these arrangements constitute an antivibrator and a compensator of work
of the first order.
o
Figure 27 shows a complete wheel provided with the several kinds of springs
hereinbefore described.
Upon the periphery of these different kinds of wheels, in order to avoid noise
and protect the thin flexible rims I place strips or bands of leather, indiarubber or
other suitable material j Figures 28 and 29.
These bands by reason of the flexibility of the tyre must be firmly held. For
this purpose I use flat strips of copper embracing the indiarubber for example
and bending round the edge of the flexible tyre upon which they are hooked. A
second band of vulcanized india rubber covers these strips of copper and thus
avoids unevenness upon the exterior tyre. I may in the manufacture attain the
same result by providing openings in a single band of india-rubber or leather to
receive the securing strips as shown in Figure 30.
A band of copper may also be riveted directly upon the flexible tyre and then a
band of india-rubber fixed thereon.
This process has the double advantage of suppressing the glueing of the india-
rubber, the inconveniences of which are numerous, and enabling in certain cases
other materials to be used, besides being incomparably stronger.
Having now particularly described and ascertained the nature of my said inven-
tion and in what manner the same is to be performed, I declare that what
I claim is:-
1. A wheel having a rigid rim and an outer concentric flexible tyre which is
deformable only at the point where it touches the ground, substantially as
described.
2. A wheel having an inner rigid rim and an outer concentric flexible tyre joined
to the rigid rim by springs either rigidly connected or pivoted thereto, substantially
as described.
3. The construction and arrangement of springs substantially as described with
reference to any of the Figures 3 to 26 of the accompanying drawings, for the
purpose specified.
4. A wheel having a flexible tyre formed of a thin band of hardened steel, coiled
one or more times, which adapts itself to the ground without any deformation
of that part thereof not in contact with the ground, substantially as, and for the
purpose, specified.
5. The modification of my invention wherein I employ two flexible concentric
rings and one rigid ring, substantially as described.
6. The combination with a flexible tyre of the kind hereinbefore described, of
rubber rings fastened thereto by metal clamps without the aid of any glue,
substantially as described.
7. A wheel constructed as above described with reference to Figure 1 or to
Figure 26 for the purpose specified.
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London, W.C., Agents for the Applicant.