Improvements in Wheels for Vehicles.
Year: 1893

page_text: Date of Application, 8th June, 1893
Complete Specification Left, 8th Mar., 1894-Accepted, 2nd June, 1891
PROVISIONAL SPECIFICATION.
Improvements in Wheels for Vehicles.
We GEORGE LAMB SCOTT of 18 Nelson Street, Chorlton-on-Medlock,
Manchester, in the County of Lancaster, Engineer, CHARLES HENRY NEVILL
of Bramall Hall, Cheshire, Calico Printer, and SAMUEL JONES REDFERN of
The Meadows, Urmston near Manchester aforesaid, Print Buyer, do hereby
declare the nature of this invention to be as follows:—
Our said invention relates to Improvements in Wheels for Vehicles under which
we expect to obtain not only improved results in respect of the wheels themselves
but also considerable economy in their manufacture.
Instead of making the felloe of a series of wooden segments dowelled to each
other and bound together by a shrunk-on iron rim, as usual, our improved
felloe is formed from a ring of channel iron or steel, rolled or otherwise formed to
the required section, circumference and thickness. The bottom of this circular
channel is to the inside and we fill the channel with some suitable substance,
which might consist of, rubber, wood, paper, asphalt, woodite, hemp or any other
suitable material which will be sufficiently durable and not liable to breakage, a
preference being given to such substances as possess a certain amount of natural
clasticity or capacity for absorbing vibration or shocks. This might be placed in
the channel either with or without a lining of rubber, felt or other shock absorbent
applied between the material and the bottom of the channel.
The material might, if thought desirable, be secured in the channel by cross
pins or rivets passing through the sides of the channel and through the material.
To prevent the material from wearing too rapidly we might insert plugs of
metal or other suitable hard material therein, preferably of a taper shape, the
larger end of the plugs resting on the bottom of the chanuel. The taper prevents
the plugs from falling out or becoming loose. The wear is thus taken partly by
the edges of the channel ring, partly by the filling in the channel and partly by the
taper plugs.
The channel ring might either be in one double ✓ section or it might be
composed of two sections placed together so as to form a trough or channel or
it might consist of an L section in conjunction with a flat side ring. The channel
ring might however be of any other suitable section. The ring might also be
formed without a bottom in which case the channel would be composed of two
flat rings placed a suitable distance apart. The outer ends of the spokes, which
might be of wood, are formed with stumps which enter the bottom of the channel,
or the material or substance in the channel, and we place a washer of rubber or
other elastic shock absorbent material between the shoulder of each spoke and the
bottom of the channel. The inner ends of the spokes are shaped so as to fit
against each other and the ends are cut off at a slight angle.
The hub of the wheel consists of a metal box bored to fit the axle and carrying
a flanged collar, the periphery of the collar being tapered to the same angle as the
ends of the spokes. The spokes abut upon and surround this tapered collar.
The tapered collar is driven into the circular space surrounded by the inner ends
of the spokes, and a loose ring is applied and secured to the unflanged side of the
collar, jambing the spokes tightly upon the inclined periphery of the collar and
binding them securely between the fixed flange on the collar and the applied ring.
The spokes are braced up against the outer channel ring and the whole wheel
is locked together by this central expanding action. The consequence is that

page_text: there is no possibility of the parts of the wheel becoming loose and shaky. When
the spokes are of wood, instead of making them of the usual section, namely with
their greatest breadth across the path of the wheel, we reverse the usual practice
and make them with their narrowest width opposed to the line of progression of
the wheel. The spokes thus offer less resistance to the atmosphere, a point
which is of considerable importance in wheels applied to vehicles used for racing
purposes or where great speed of revolution takes place.
Our improved wheel might be used in conjunction with ball bearings or
otherwise in conjunction with any suitable or well known axle bearing. A wheel
constructed in the improved manner set forth is light, cheap and durable. The
material of the felloe being boxed in on both sides is protected from side wear
against curbstones and the like.
The entire wheel might be produced as herein before described or different
features of the construction might be separately used. For example the channel
ring with the filled-in material and wear preventing plugs, might be used separately
from the hub arrangement.
A useful form of trolly wheel might be made by casting or otherwise forming a
wheel with a channelled rim into which the aforesaid material and wear-preventing
plugs might be placed. Instead of making the spokes of wood as described they
might be made of metal or of tubing. The stumps or ends might in the latter case
be of wood.
Dated this 7th day of June 1893.
E. K. DUTTON & Co.,
5, John Dalton Street, Manchester, Agents.
COMPLETE SPECIFICATION.
Improvements in Wheels for Vehicles.
We GEORGE LAMB SCOTT of 18 Nelson Street, Manchester, in the County of
Lancaster, Engineer, CHARLES HENRY NEVILL of Bramall Hall, Cheshire,
Calico Printer, and SAMUEL JONES REDFERN of The Meadows, Urmston, near
Manchester, aforesaid, Print Buyer, 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 and accompanying drawings:-
:-
Our said invention relates to Improvements in Wheels for Vehicles under which
we expect to obtain not only improved results in respect of the wheels themselves
but also considerable economy in their manufacture.
In manufacturing one form of our improved wheel instead of making the felloe
or rim of a series of wooden segments dowelled to each other and bound together
by a shrunk-on iron rim, as usual, our improved rim is formed from a ring of
channel iron or steel, rolled or otherwise formed to the required section,
circumference and thickness. The bottom of this circular channel is to the inside
and we fill the channel with some suitable substance, which might consist of,
rubber, wood, paper, asphalt, woodite, hemp or any other suitable material which
will be sufficiently durable and not liable to breakage, a preference being given to
such substances as possess a certain amount of natural elasticity or capacity for
absorbing vibration or shocks.
This might be placed in the channel either with or without a lining of rubber,
felt or other shock absorbent applied between the material and the bottom of the
channel.
The material might, if thought desirable be secured in the channel by cross
pins or rivets passing through the sides of the channel and through the material.
The edges or side rings of the channel or other rim is or may be cut out or
drilled at intervals the material entering the slot or hole and serving to still further
deaden sound in the rim.

page_text: To prevent the material from wearing too rapidly we might insert plugs of
metal or other suitable hard material therein, preferably of a taper shape the
larger end of the plugs resting on the bottom of the channel.
The taper prevents the plugs from falling out or becoming loose. The wear is
thus taken partly by the edges of the channel ring, partly by the filling material
in the channel and partly by the taper plugs.
The channel ring might either be in one double Ŀ section or it might be
composed of two sections placed together so as to form a trough or channel or
it might consist of an ✓ section in conjunction with a flat side ring. The channel
ring might however be of any other suitable section such for example as
an H section. The ring might also be formed without a bottom in which case the
channel would be composed of two flat rings placed a suitable distance apart.
The outer ends of the spokes, which might be of wood, are formed with stumps
which enter the bottom of the channel, or the material or substance in the channel,
and we might place a washer of rubber or other elastic shock absorbent material
between the shoulder of each spoke and the bottom of the channel. The inner
ends of the spokes are shaped so as to fit against each other and the ends are cut
off at a slight angle.
The hub of the wheel consists of a metal box bored to fit the axle and carrying
a flange the periphery of the hub being tapered to the same angle as the butts of
the spokes. The spokes abut upon and surround this tapered hub. The tapered
hub is driven into or occupies the circular space surrounded by the inner butts of
the spokes, and a loose ring is applied and secured by bolts or other means to the
unflanged side of the hub, jambing the spokes tightly upon the inclined periphery
of the collar and binding them securely between the fixed flange and the hub and
the applied loose ring.
The spokes are thus braced up against the outer channel ring and the whole
wheel is locked together by this central expanding action brought about by the
curved periphery of the hub. The consequence is that there is no possibility of
the parts of the wheel becoming loose and shaky. When the spokes are of wood,
instead of making them of the usual section, namely with their greatest breadth
across the path of the wheel, we might reverse the usual practice and make them
with their narrowest width opposed to the line of progression of the wheel. The
spokes thus offer less resistance to the atmosphere, a point which is of considerable
importance in wheels applied to vehicles used for racing purposes or where great
speed of revolution takes place.
Our improved wheel-might be used in conjunction with ball bearings or otherwise
in conjunction with any suitable or well known axle bearing. A wheel constructed
in the improved manner set forth is light, cheap and durable. The material of the
rim being boxed in ou both sides is protected from side wear against curbstones
and the like.
The entire wheel might be produced as herein before described or different
features of the construction might be separately used. For example the channel
ring with the filled-in material and wear preventing plugs, might be used separately
from the hub arrangement.
A useful form of trolly wheel might be made by casting or otherwise forming a
wheel with a channelled rim into which the aforesaid material and wear-preventing
plugs might be placed. Instead of making the spokes of wood as described they
might be made of metal or of tubing.
The stumps and butts or ends might in the latter case be of wood.
In the accompanying drawings.
Fig. 1 is a section of the improved nave or hub in the direction of the axis.
Fig. 2 is a front view of the same.
Fig. 3 is a section of a nave similar to Fig. 1 and showing a modification in the
Leiring.
Fig. 4 is a view of a complete wheel...
Fig. 5 is an edge view at right angles to Fig. 4.

page_text: Fig. 7 is a section of the spoke.
Figs. 8 to 16 show modifications in the methods of construction and of the filling
or packing of the rims.
Referring in the first place to Figs. 1 and 2 the nave is composed of an axle box
or hub a adapted to revolve on the axle journal b and retained on the axle by the
cap or nut c which is kept from slacking back by set screws d. A screwed on
cap e boxes in the end of the axle and prevents the ingress of dust. The axle b is
bored as shown so as to form a central chamber b' which is filled with a suitable
solid lubricant and oil holes 62 allow the lubricant to find its way to the bearing as
it is melted by the heat of friction when in use.
Upon a collar a¹ on the axle box we form an inclined or tapering surface or
periphery as clearly shown in Fig. 1. The collar a' also carries a fixed flange a
and there is also a separate loose ring flange a³ which is applied when the spokes f
are placed in position. We would here remark that if desired both of the flanges a
and a might be loose. The spokes are formed at the butts or inner ends with
an inclined surface or face of the same taper as the tapered periphery of the collar a¹.
The butts fare also tapered at the sides and fitted closely together as clearly
shown by the dotted lines in Fig. 2 so as to form an unbroken circle. The butts¹
are cut or turned out in the centre so as to fit upon the tapered collar a' and when
thus placed all together upon the tapered collar, the flange a is applied and
secured in position by bolts g firmly between the flanges a² and a³.
In forcing the flange a³ home by screwing up the bolts g the tapered surface of
the collar forces the spokes foutward as the butts are jambed home, and the con-
sequence is that all of the spokes are thrust outwards towards the rim as shown by
the arrows in Fig. 4. Thus the generic and essential difference between our wheel
and wheels of the ordinary make with wooden spokes and fellies is, that whereas in
ordinary wheels the wheel is bound from the outside towards the centre by the
shrinking on of the tire, in our wheel the pressure is exerted from the centre
towards the outside or rim.
In ordinary wheels the shrinking of the material of the wheel soon leaves the
tire loose on the felly and the tire has to be cut, rewelded and again shrunk on.
But in our wheel our experience is that when proper material is used the wheels
will wear without becoming slack. However to provide for any possible necessity
of tightening up we might at first interpose thin packing rings of metal, pasteboard
or of any other suitable material between the fixed flange a² and the sides of the
circle of butts, which packing rings could be removed as required so as to allow
the butts to be jambed a little closer to the flange a and thus tighten the wheel up.
The tapered hub practically acts like a tapered cottar to wedge and drive the
spokes outward.
The section in Fig. 3 is similar to that in Fig. 1 but instead of the plain bearing
balls are introduced into the bearing so as to cause it to run with less friction.
It will be evident that the inclined or tapered periphery described as being formed
on the collar a¹ of the hub might be formed directly on the periphery of the hub,
the bolts g passing through the spoke butts. The loose flange a³ might also be
made to screw upon the hub and so act as a nut to jamb the spoke butts against
the fixed flange a³, the nut flange itself being fixed by a jamb nut.
variations are so evident that it is not necessary to illustrate them.
These
Such an arrangement of nave as we have described might be used in conjunction
with fellies of ordinary types but we prefer to use it in combination with the rim
which is illustrated in the following figures.
Glancing at Figs. 4 and 5 which illustrate a complete wheel made in accordance
with our invention we will now refer to Fig. 6. This is a section of the rim which
is composed of a ring i rolled or otherwise formed from steel or other suitable
metal. This ring as shown in Fig. 6 is (under an approved form) of a double Lor
trough section the bottom of the trough being to the inside of the ring. This ring
trough is filled with india rubber k shown black in Fig. 6 which iudia rubber is

page_text: vulcanised in position. So far as wheel rims are concerned, we believe that this
method of vulcanising in situ in a metal rim is new.
The rim is filled with the soft rubber and is then placed in the vulcanising
chamber. The rubber is thus securely fixed in position and cannot get loose or
become dislodged. We do not however confine ourselves to india rubber as a
filling-in material for the rim.
«
"
We might for example use wood or xylonite" or "woodite or vulcanised
fibre or other composition or material softer than metal and having preferably some
elasticity or resilience in its nature.
To
For example we might fill the interior of the rim with tarred hemp or rope.
assist in holding the material in place we might insert cross pins in the rim,
passing through the material and through the sides of the trough. Also to deaden
the sound we might bore a number of holes in the sides of the rim the said holes x
appearing in Figs. 8, 12, 13, and 14. These holes are pitched a reasonable distance
apart and as the filling in some cases enters the holes the filling is thereby secured
to the rim. We might also use combinations of elastic and non-elastic or of hard
and of yielding materials in filling in the trough. For example referring to Fig. 8
the trough i might be nearly filled with rubber or wood or vulcanised fibre or
" woodite " or paper or soine such comparatively yielding material which is
marked k and in conjunction therewith we insert tapered plugs m, which would be
of metal or other material harder or more wear resisting than the material k. The
plugs m are embedded in the material k and their tapered form prevents them from
dropping out.
The said plugs m are pitched at a reasonable distance apart as shown in Fig. 9
which is a longitudinal section of Fig. 8. It will also be evident that we might
re-arrange the described combination and use plugs of a softer or elastic nature in
conjunction with filling-in material of a harder or non-elastic nature. Also in
conjunction with this formation of plugs of one material surrounded by packing of
another material we might provide a bed n of rubber, between the bottom of the
trough and the material and plugs.
This is indicated in Fig. 8. To break the continuity of the outer edges of the
ring trough i we might in some cases cut out recesses o see Fig. 10. The rubber or
filling in the trough enters and fills these recesses and lies flush with the outside of
the rim.
This notching or cutting into the metal rim at intervals has the effect of
preventing or reducing any jar that might be set up. When these rims are in use
the wear is taken equally by the metal edges of the trough and the material whether
rubber or other substance or substances with which the rim is filled. It will be
found in practice that the rim remains level across the periphery and in the case of
rubber it has been noticed that after considerable wear the rubber stands rather
above the level of the side edges of the rim.
The arms of the spokes are arranged in a manner contrary to the usual disposition.
Instead of being set with their greatest depth lying in line with the wheel axle we
arrange them with their narrowest thickness in line with the axis as shown in Fig. 7.
The advantage from this is that less resistance is offered by the atmosphere as the
wheel revolves than would be the case if the broadest face of the spoke were opposed
to the line of progression.
The gain would be chiefly apparent in wheels travelling at a high rate of speed.
The outer ends of the spokes are reduced and shouldered as shown in
Figs. 6, 10, 11, 13 and 14 of the drawings.
The short extensions or stumps fenter recesses made to receive them in the
bottom of the trough as clearly shown in the aforesaid figs. and project into the
filling material k in the rim.
The hereinbefore described outward forcing of the spokes prevents the stumps f
from ever working loose in the rim. The trough section of the rim mentioned
with reference to Figs 6 to 10 is not the only section of rim we might use nor is it
the only manner in which such a trough section might be used. For example we
might reverse the trough as in Fig. 11 and make the bottom of the trough compose

page_text: the tread or periphery of the rim. In such a case we bore or cut out holes at
close intervals in the periphery through which the rubber or material k protrudes so
as to come in contact with the roadway. The stumps of the spokes instead of
being inserted into the metal of the trough are let into the rubber or material in
the rim, thus completely isolating the spokes from the metal of the rim and
preventing the transmission of all vibration. The thrust on the spokes from the
central hub keeps the spokes safely in position. In some cases the perforating of
the outer metal periphery of the rim might be dispensed with and the periphery be
left intact, as in Fig. 13. The trough section of rim shown in Fig. 6 might be
composed of two separate rings of L section as shown in Fig. 12, these being held
together by bolts or rivets passing through the sides. Further we might form the
rim from metal of an H section as shown in Fig. 14. A rim of this section might
be filled on one side with rubber and on the other side with wood or other material.
The spokes being let directly into the filling material as in the case of Figs. 11 and 13,
are completely isolated, and the periphery or tread of the rim being also composed
of resilient material there is in such a rim a double assurance against the transmission
of noise or jar to the body of the vehicle.
In Fig. 15 the spoke stumps instead of being inserted directly into the filling
material k are let into an auxiliary ring r which is embedded in the material but
which does not touch the metal of the rim. The latter method gives a more secure
hold to the spokes than when inserted directly into the material.
Fig. 16 shows the concluding modification of rim section which we have elected
to describe and illustrate. It is practically a trough such as shown at Fig. 6 but
without any bottom. The two flat side rings p p constitute confining walls held
together by bolts or rivets and having between them a packing or filling of wood,
vulcanised fibre, rubber or other similar material k as already indicated.
The improvements applied to the nave of the wheel might be brought to bear
upon naves of existing wheels. This could be done by turning down the ordinary
wooden nave and slipping a tapered collar upon it; or by mounting the tapered
collar upon the ordinary inner sleeve or lining of the usual nave; or by turning
an inclined periphery on the nave itself and applying the spokes thereto with a
fixed and a loose or two loose collars to effect the jambing up.
In constructing the wheels a good method would be to first fit and fix the spokes
The central part
in the rim, the butts meeting each other as shown in Fig. 2.
composed by the jointed butts would then be bored or turned to the exact size and
The box or hub a would
taper of the tapered periphery in the axle box or hub a.
then be driven into the bored out central hole, the loose flange applied and the
whole tightened up by the bolts g. A wheel built in this mauner is economically
made, cannot become loose, or if it should, can be tightened up in a few minutes
by means of the bolts, runs easily, softly and noiselessly and can be easily and
cheaply taken apart for repairs.
A trolly wheel with a rubbered periphery for luggage railway platform and other
trucks might be easily and cheaply made by casting such wheels with a trough rim
and placing therein soft rubber and vulcanising the rubber in position.
Having now particularly described and ascertained the nature of our said
invention and in what manner the same is to be performed we declare that what we
claim is.
1. The improved wheel consisting of a hub a having a portion of its periphery
tapered, and provided with flanges and bolts for the purpose of jambing the spoke
butts upon this tapered periphery and between the flanges, in combination with
radial spokes and a rim composed of a metal ring of a trough or other suitable
section, or of two metal rings or sections containing rubber or other elastic_or
jar absorbing material or combination of elastic and non-elastic or of harder
material, substantially as described and shown.
2. As a hub or nave for wheels the axle box a having a smooth tapered periphery
formed on its surface or on a collar and provided with a fast and a loose or two

page_text: loose flanges and bolts 9 for jambing the spoke butts fl upon the said tapered
periphery and between the flanges, or with a loose nut flange capable of screwing
upon the hub so as to jamb the spoke butts without the aid of bolts, substantially
as described and shown.
3. The improved wheel rim consisting of a channel ring with straight sides
having notches or slits to neutralise jar, and containing a filling or tread composed
of a combination of tapered plugs or rubber or other resilient material, embedded
in a tread of harder material or of tapered plugs of harder material embedded in
rubber or other soft or resilient material substantially as described and as illustrated.
in Figs. 8, 9 and 10 of the drawings.
4. In wheels for vehicles the wooden spoke f so arranged in the wheel that its
least sectional area is presented to the resistance of the atmosphere, substantially
as described and as shown in Fig. 7.
5. In wheel rims composed of a channel ring of a double L, H or other suitable
section and containing fillings of rubber or other suitable jar absorbing material,
inserting the stumps or outer ends of the spokes directly into the said jar absorbing
material or into a ring embedded in the said material, instead of inserting the said
spokes directly into the metal of the rims and thereby insulating the spokes from
the metal rims and nullifying vibration substantially as described and shown in
Figs. 11, 13, 14 and 15 of the drawings.
6. A wheel rim composed of two separate flat rings of metal p p between which
a packing of wood, paper, rubber or other jar deadening material k is interposed
the whole being secured together by bolts or rivets q substantially as described and
as shown in Fig. 16 of the drawings.
7. In the construction of metal wheels for vehicles and of metal rims for such
wheels forming the rim with a trough or channel recess into which soft rubber is.
placed and then vulcanised in position substantially as described and shown.
Dated this 7th day of March 1894.
E. K. DUTTON & Co.,
5, John Dalton Street, Manchester, Agents..