Improvements in Vehicle Wheels.
Year: 1897

page_text: Date of Application, 27th Aug., 1897-Accepted, 13th Nov., 1897
COMIUMIN DI MUITIVATION
Improvements in Vehicle Wheels.
I, HARRY RAYMOND COLLINS, a citizen of the United States, residing at South
Bethlehem, in the County of Northampton and State of Pennsylvania, U.S.A.,
Machinist, do hereby declare the nature of my said invention and in what manner
the same is to be performed, to be particularly described and ascertained in and
by the following statement:-
By this invention all the advantages derived from the use of pneumatic tires
are realized in the construction of vehicle wheels without the objectionable features
which lessen the efficiency and durability of this class of tires. The pneumatic
cushion, instead of being located at the rim or tread surface of the wheel, is
arranged at the hub, where it is not liable to puncture nor subject to such severe
wear. The present invention therefore is an improvement in that class of vehicle
wheels having a pneumatic cushion at their hub.
Heretofore in the manufacture of this class of wheels, the constructions em-
ployed have been such as to make the wheel unnecessarily heavy and therefore
undesirable for use in bicycles, which is the more common use to which wheels
constructed in this manner are applied.. The primary object of my invention,
therefore, is to provide a wheel of this class, in which are combined all the advan-
tages of simplicity in construction, lightness, strength, and durability in use,
without the serious disadvantages incident to the use of wheels of this class as
heretofore constructed.
One of its principal objects is to provide for the spread of the cushion or tube
on the hub in substantially the same manner as does an ordinary pneumatic
tire at the point of contact with the road or supporting surface, thereby securing
easy and comfortable riding and obviating all jarring which would otherwise be
transmitted to the rider by a wheel of ordinary construction.
Another object of the invention is to protect the pneumatic tube from dust,
wet, and foreign matters.
Another object is to devise a dust-proof ball bearing.
Another object is to construct a cushion tire which will interlock with the
rim and remain in place thereon.
A further object of my invention is to provide an unvarying leverage between
the hub and spoke ring of the wheel, so as to enable the power applied to the
hub to be uniformly transmitted to the tire at all points in the revolution of the
wheel, which cannot be done in prior constructions, owing to the varying leverage
which is a universal fault in such prior constructions.
Other objects of my invention are to provide a special connection between the
saddle sections on the hub, whereby I avoid the liability of permitting the parts
to become disengaged; and to provide a removable wearing surface for the pneu-
matic tube, so as to prevent unnecessary abrasion, and wear thereon, due to the
friction between it and the saddle sections, particularly in speeding; and finally
to provide a special arrangement for securing the spokes to the spoke-ring so as
to prevent the spokes from working loose and puncturing the air tube, and to so

page_text: :
arrange the spokes relatively to each other as to cause them to interlace so that
greater rigidity of the wheel can be obtained.
It will be understood that the invention is capable of modification in form and
details of construction without departing from the essential novelty thereof, and
in the accompanying drawings I have illustrated several modifications or con-
structions of wheel which embody the invention.
In the said drawings,
Figure 1 is a side view of a wheel constructed in accordance with my invention.
Figure 2 is an enlarged side view of the hub with the near saddle section, or
plate removed.
Figure 3 is a perspective view of one of the packing rings interposed between
the spoke-ring and the side flanges of the saddle sections.
Figure 4 is a front elevation of the hub.
Figure 5 is a vertical transverse section of the hub on an enlarged scale, showing
the axle-box or sleeve in elevation.
Figure is a detail sectional view of one end of the axle-box and the ball
bearings.
Figures 7 and 8 are detail views of the ball bearings employed at the ends of
the link el.
Figure 9 is a front view of the saddle sections disengaged from each other.
Figure 10 is an outer side view of one of the saddle sections.
Figure 11 is a vertical cross-section of a modified form of saddle section.
Figure 12 is an outer side view of the part shown in Figure 11.
Figure 13 is an outer side view of a further modification of the saddle sections.
Figure 14 is a perspective view of one of the anti-friction bearings or thimbles
for the pneumatic tube.
Figure 15 is a side elevation of a modified form of wheel.
Figure 16 is an enlarged transverse section of a portion of Figure 15.
Figure 17 is a side elevation of the hub portion of a drive wheel like that
shown in Figure 15 and 16.
Figure 18 is a section on the line x-x of Figure 17.
Figure 19 is a detail section of the dust-proof bearing, shown in Figure 16.
Figure 20 is an enlarged detail section of the cushion tire and rim shown in
Figure 16.
Figure 21 is a cross-section of a wheel rim with the tire.
Figure 22 is a detail inverted plan view of a broken-away portion of the tire.
Figure 23 is a cross-section of the tire on the line III-III of Figure 22.
Figure 24 is a plan view of a broken-away portion of the rim or felly; and
Figure 25 is a vertical longitudinal sectional view of a portion of the rim
and tire; said section being taken on the line V-V of Figure 21.
I will first explain the construction of the preferred form of wheel, shown more
particularly in Figures 1 to 10 of the accompanying drawings, and referring
now to said figures-
A, denotes the axle box or sleeve having near its center the exterior right
handed screw thread a and the left handed screw thread a separated by the plain
intervening portion a². The sleeve is further provided at the outer end of the
threads a with the annular shoulder a³ against which a shoulder 6 of the saddle
section B abuts.
The saddle which supports the pneumatic tube may consist of two similarly
formed sections B, B¹, see Figures 5 and 9) section B having an interior screw-
thread which engages the screw-thread a to secure the section on the sleeve A.
The other section B¹, may have a smooth bore and is held on the sleeve A in
engagement with section B by the collar 63 screwed on the left-hand screw-
thread a. The adjacent edges of the two saddle sections are preferably formed
so that they interlock. As shown section B has notches 64, in which fit the pro-
jections 65 on section B¹. The opposite notches 6 and projections 65 are pre-
ferably of different sizes, so that in order to interlock the sections the corresponding

page_text: notches and projections must agree, which is impossible except when the parts
are in proper position for the attachment of the saddle sections to the sleeve.
To enable projections 65 to easily engage notches 6 the screw-thread a on the
axle sleeve may be cut away, as indicated at 66 in Figure 5 of the drawings. This
construction prevents the sections B, B¹, from becoming loose on the sleeve by
reason of the rotation of the wheel in either direction.
Each of the saddle sections B, B', is formed with a curved seat b³, terminating
in a vertical annular flange 8, said flanges forming the sides of the pneumatic
hub. As will be seen by reference to Figure 5, the curved seats bi of the saddle
sections are of a greater width than the diameter of the pneumatic tube C¹ which
allows the latter to expand freely laterally when compressed without coming into
contact with the side flanges of the sections, and this wide saddle-seat for the
tube is one of the important features of the invention, as the tube can be com-
pressed on or by the saddle without contacting any angles which might cause
the tube to burst or wear out quickly. To reduce or obviate friction between the
tube and saddle, thimbles C are placed on the saddle between the tube and the
seats of the saddle sections. These thimbles are preferably of the same contour
as the seat of the saddle, so as to fit snugly thereon, and may be of such width
that when they are in proper position and the two saddle sections are locked
together the vertical flanges 68 will engage the adjacent edge of the thimbles to
hold them firmly in engagement with each other and prevent any movement
thereof; or the thimbles might be united in one piece.
By this construction any friction or wear on the tube caused by the relative
movement of the tube and saddle will be taken up by the interposed thimble.
The pneumatic tube C' may be of rubber or any desired material and be pro-
vided with any desired form of valve. The valve tube is fitted in an opening
in the spoke-ring D, and is held by nut c¹ so that any movement of the tube in
the spoke-ring is prevented. This is further prevented by the inflation of the
tube which, when inflated, fills the curved recess d provided for it in the spoke-
ring and also bears tightly against the thimbles C.
The spoke ring D is annular and has the central annular concavity d, and the
vertical annular flanges d², on its edges, which latter terminate in the annular
outwardly extending horizontal lips which fit close to flanges 68 of the saddle,
so that pockets or recesses are formed between flanges and flanges 68 in which
a suitable packing may be placed. This packing preferably consists of rings
of compressed fibre (Figure 3), which is used on account of its toughness and to
prevent wear of the two like metal surfaces in contact with each other. The
said packing rings are countersunk to accommodate the heads of the spokes which
are fastened to flanges (see Figures 2, 3 and 5). The rings may be lubri
cated with graphite or other suitable material which will assist in excluding
dust, dirt and dampness.
The spokes G of the wheel are connected to flanges of the spoke-ring by
up-setting their ends as shown, so as to form heads e* which fit in the counter-
sinks in the packing rings d. By thus securing the spokes to the ring, all
possibility of their becoming loose and being forced through the spoke-ring
and thereby puncturing the pneumatic tube when the wheel strikes an obstruction
is obviated.
Secured to the spoke-ring is a stud E which is bifurcated to receive one end e
of a link e the other end of which is connected to a cross rod F that is attached
to and between opposite lugs 69 on the opposite flanges and received by nuts f
(see Figure 4). The link may be connected to the stud by ball bearings and,
as shown in Figure 8, it has a ball race within which is a cone e³ and balls e¹;
the cone being adjustably held against the balls by its exterior screw-thread e6
engaging a screw-thread in the stud and further secured by a bolt e as shown.
The other end of the link e¹ may also be provided with a ball race e' (see Figure 7)
surrounding a conical or rounded bearing surface e8 on rod F, balls being inter-

page_text: posed between surface e8 and race e, and the link being held to the bars by
means of the nuts e which engage a screw-threaded recess in the link.
By means of stud E, link e¹ and rod F, when the saddle sections are turned
by the hub, the spoke ring will be rotated with it. By reason of these toggle-
connections the radial movement of the hub and saddle in relation to the spoke-
ring due to flattening or compression of tube C₁ will be compensated for. The
advantage of such an arrangement will be readily understood. The weight of
the rider will cause the hub and saddle sections to compress the pneumatic tube
or tire, and they will be eccentric to the spoke ring and consequently the stud
will rotate in or on an ellipse, but the toggle connection with the flanges 68
allows this eccentric displacement of the parts without straining them.
The toggle connection between the spoke-ring and saddle flanges while thus
permitting the parts to move eccentrically to each other thereby obtaining the
full beneficial cushioning effects of the pneumatic tube also permits the wheel
to be driven by power applied to the hub, and maintains the connection between
the spoke rim and saddle so uniformly that the propelling power can be applied
effectively and continuously without catching or jarring during the rotation of
the wheel.
The spokes G of the wheel radiate tangentially from a larger center than in
the wheels ordinarily used and are strengthened by crossing or interlacing them
as clearly shown in Figures 1, 2, and 15. Each spoke is passed over one side
of the first intercepting spoke between the hub and rim, and then under the
next intercepting spoke, then over the next intercepting spoke, and so on to the
rim. This construction braces each spoke passed, thereby enabling each spoke
to contribute in bracing a larger section of the wheel than heretofore. Thus
the spoke (Figure 1) is interlaced with and braces the spokes g, g³, g³, and
assists in supporting the section of the rim included in the arc g,g. It will
be understood that the spokes can be interlaced for any number of times that
is found desirable.
The journals of the axle or spindle H, shown in Figure 1, are clearly shown
in Figures 5 & 6 of the drawings. The sleeve A is provided with an annular
interior shoulder h, near each end; and a ball race is pressed into the sleeve
until its shoulder 2 fits the shoulder h. The ball-bearing cone h³ is fitted into
the race, and is formed with an annular groove h4, in which a washer h³ of any
suitable material, such as felt, chamois, or the like, is fitted, and contacts with
the inner face of the race. The cone also has a lipped flange 6 which fits over
the end of the sleeve. It will be seen that no matter how tightly or how far the
cone is moved into the ball race h¹, there will be no compression of the
washer h³, which will always bear against the inner surface of the ball race, and
effectually prevent any dust or dirt entering therein. The annular lip ho on
cone assists in excluding dust and dirt from the bearings.
The sprocket wheel I has a screw-threaded bore fitted on a right-handed screw-
thread on one end of the sleeve A, and is locked thereon by means of a nut i
screwed on a left handed screw-thread on a reduced portion of the sleeve (see
Figure 5).
In general appearance the wheel shown in Figures 15 to 19 is similar to the
wheel above described and comprises a hub 1, spokes 2, rim 3 and tire 4.
The hub 1 (Figures 15 to 19) has its middle portion threaded externally and
provided with a shoulder 4 at one end of the threaded portion and a removable
collar 5 at the opposite end, said collar having a screw-thread connection with
the hub, the threads of which run in an opposite direction to the threads of the
intermediate portion, whereby the saddle applied to the threaded portion of the
hub is securely held in place. To allow the pneumatic tube or cushion 6 being
readily placed in position, the saddle is constructed of similar and complemen-
tary parts, sections 7, 7, which are threaded and mounted upon the threaded
portion of the hub (see Figures 16 and 18).

page_text: The sections 7 have annular flanges 8 between which the spoke-ring 9 is
confined.
The spoke-ring 9 encloses the pneumatic tube or cushion 6, and has outwardly-
extending flanges 11 on its edges and terminal horizontal flanges 12, the latter
retaining in place packing rings 13 of fibrous material all substantially as before
described, whereby a dust-proof joint is formed between the spoke-ring and the
parallel flanges 8 of the saddle. The valve 14, by means of which the pneumatic
cushion or tube 6 is inflated, extends through the spoke ring, and a pump or
inflating device of ordinary construction is adapted to be fitted thereto in the
usual way for inflating tube 6 when required.
In Figures 17 and 18 instead of the toggle connection between the spoke ring
and saddle, another connection is shown. The parallel opposite flanges 8 of the
saddle are formed with opposite radial grooves or slots 15, and the spoke ring
has corresponding enlargements in which are fitted pins 16 that enter and operate
in the guideways 15, so that the spoke ring and saddle are caused to rotate
together. To reduce the friction between the pins 16 and the guide-ways. 15,
anti-friction rollers 17 are mounted upon the ends of pins 16 within the guide-
ways. By reason of the firm connection of the saddle with the hub and the
rigid connection of the spokes with the ring 9, and the sliding and positive
connection between the saddle and the spoke ring, the component parts of the
wheel are caused to rotate together, while at the same time they can move inde-
pendent radially to permit of the pneumatic tube taking up jar and jolt.
The dust proof bearing at the ends of the hub shown in Figures 16 and 19 are
substantially like those before described with reference to Figure 6, and comprise
a ball-race 18, a cone 19, balls 20. The cone 19 has an outer flange 21 at its
outer end which is grooved as at 22" on its inner side to receive the outer end of
the cup, and has an annular groove 22 at the base of the flange 21 at right
angles to the axis of the cone to receive a felt washer, which precludes the
entrance of dust or other foreign substance into the ball race. The cup is secured
to the hub by a screw-thread connection, and the cone has a like connection
with the axle 23, thereby admitting of access to the bearing by removing the
cone without disturbing the cup.
In order to prolong the life of the wheel and render it as easy riding as
possible it is highly desirable to have a cushion tire, and I prefer the form shown
in Figures 1, 15, 16, 20 and 21, which is constructed as follows-
The rim or tire of the wheel consists essentially of a cushion tire of peculiar
construction adapted to operate after the manner of and to secure the advantages
of a pneumatic tire, and a rim or felly of peculiar construction adapted for attach-
ment thereto of the aforesaid cushion tire.
3 denotes the rim of the wheel which is preferably composed of alternate layers
of wood of differently disposed grain, but the rim may be of any of the forms
in common use, except as to the securing means hereinafter described. In the
outer periphery of the rim, are parallel grooves 24 which preferably are con-
tinuous though they may be formed in sections. These grooves diverge outwardly
and have between them an annular or sectional rib 25.
The cushion tire 4 is preferably of rubber and has a central longitudinal opening
or bore 26 and divergent ribs or flanges 27 which are continuous or sectional
to correspond with the grooves 24 in the rim. These ribs or flanges 27 project
inwardly from the flat inner periphery of the tire, which rests on the exterior
surface of the rim and they are curved in such manner as to correspond with
and fit the grooves 24, so that when the tire is in place on the rim these two
parts are interlocked and firmly secured together, the rib 25 serving to spread
and hold the ribs 27 apart, and any strain or pressure that is put upon the tire
in ordinary use will only tend to more firmly bind the tire to the rim; and the
construction of the tire is such as to give the effect which is produced by the
use of a pneumatic tire without the liability to collapse if the tire is punctured.
The saddle sections are all formed preferably of sheet steel which is first rolled

page_text: to the desired thinness, and then pressed into shape. The portion J (Figure 9)
is preferably brazed to the portion K in order that a stronger construction may
be obtained, in that the sheet steel may be rolled to a very thin sheet and yet
be strong and durable. Corrugations or raised portions may extend from near
the periphery of the saddle sections to a point where the sections commence to
curve inwardly to form the seat for the thimbles as shown in the modifications
in Figures 11 and 12. In Figure 13 is shown a further modification in which
the ribs or corrugations & are arranged in a manner similar to that of the ribs
or raised portions in Figures 11 and 12.
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 is: -
1. In a vehicle wheel of substantially the character specified, the combination
of the hub, the pneumatic tube and spoke ring, with the saddle centrally held
on said hub; said saddle being formed from two similar parts, each part being
composed of a curved annular seat, the annular seats of the two parts when they
are in position on the hub forming a seat for the pneumatic tube of greater
curvature than the diameter of the pneumatic tube, whereby the tube may freely
expand or flatten against and in the saddle, substantially as described.
2. In a vehicle wheel, the combination with a hub, of saddle sections carried
by said hub, a concentric spoke-ring and a pneumatic tube interposed between
said saddle sections and spoke-ring, and a suitable connection substantially as
shown and described between the spoke-ring and saddle sections, whereby an
unvarying leverage is maintained for imparting motion to the wheel through
the hub and spoke-ring, substantially as described.
3. In a wheel, the combination of the hub, the saddle sections carried thereby,
the concentric spoke-ring, and the pneumatic tube interposed between the spoke-
ring and saddle sections, a stud carried by said spoke-ring having one end of a
link hinged thereto, and a pull-rod carried by the saddle sections and connected
with the other end of said link, substantially as described with reference to
Figures 4, 7 and 8 of the drawings.
4. In a wheel, the combination with the sleeve provided with centrally disposed
exterior right and left handed screw threads and an annular collar at one terminus
of one set of threads, of the annular saddle sections, one of which is interiorly
correspondingly screw-threaded and which have their adjacent ends constructed
with interlocking portions, one of said sections abutting against said collar and
engaging the right hand screw-thread, while the other section is locked in engage-
ment with the first mentioned section, and a collar-nut bearing against the latter
section and engaging the left-hand screw-thread, substantially as described.
5. In a wheel, the combination with the hub, the saddle sections carried
thereby, the spoke ring, and the pneumatic tube interposed between the spoke-
ring and saddle sections, of the auxiliary saddle seats or thimbles carried by the
seat portions of the saddle sections and interposed between said sections and
the pneumatic tube; said thimbles being adapted to be maintained stationary
relatively to the tube when the saddle sections are locked in position on the hub
so as to prevent the tube from being worn by contact with the saddle sections,
substantially as described.
G. In a wheel, the combination of the hub and the saddle sections carried
thereby, formed with vertical flanges, the spoke ring fitting between said vertical
flanges, and the pneumatic tube interposed between the spoke ring and saddle
sections; said spoke ring formed with annular recesses or pockets in its outer
faces or sides, and packing rings fitting said recesses so as to provide smooth con-
tacting surfaces between the spoke-ring and the vertical flanges of the saddle
sections, adapted to lessen friction and exclude dust, substantially as described.
7. In a wheel, the combination with the hub, the spoke ring and the wheel
rim, of the spokes secured at one end to the spoke ring and at the other end to

page_text: the wheel rim; said spokes being interlaced so that each spoke passes alternately
over and under the several spokes intercepted in passing from the spoke ring
to the rim, substantially as described.
8. In combination with the wheel hub, the saddle sections adapted to afford a
bearing for a pneumatic tube; said sections being formed from sheet steel pressed
into the required shape and provided with strengthening ribs or corrugations,
substantially as described with reference to Figures 11, 12 and 13 of the drawings.
9. In a vehicle wheel, the combination with the rim having oppositely inclined
divergent circumferential grooves in the upper surface thereof, and a circum-
ferential rib intermediate said grooves, of a cushion tire having a base portion
adapted to be seated upon said rim, and provided with ribs or flanges on its inner
surface shaped to fit the grooves of the rim, whereby the two parts are adapted to
be interlocked and secured together, substantially as described.
-10. In a ball bearing the combination of a cone having a projecting flange,
a groove at right angles to the axis of the cone, and a washer in the latter
groove, with a ball-race having a projecting portion adapted to enter the cone,
and overlie the packing, so that the latter is not affected by the relative adjust-
ment of the cone and ball-race, and balls interposed between the ball-race and
cone, for the purpose and substantially as described.
11. The combination of the hub, a saddle formed of two similar oppositely
arranged parts having a central threaded bore engaging a threaded portion of the
hob, so as to secure the saddle to the hub and the parts to each other, and also
having opposite parallel flanges; a spoke ring loosely fitted between the flanges
of the saddle and a pneumatic tube interposed between the saddle and spoke ring,
substantially as described.
12. A pneumatic hub for vehicle wheels constructed substantially as shown
and described with reference to Figures 1 to 14 of the drawings.
13. As a modification of the hub claimed in Claim 12, the construction sub-
stantially as shown and described with reference to Figures 15 to 19 of the
drawings.
14. A dustless ball bearing for the purpose specified, constructed as shown and
described with reference to Figures 6 and 19 of the drawings.
15. The toggle connection between the hub and spoke ring substantially as
shown in Figures 4, 7 and 8 of the drawings and described with reference thereto.
16. The cushion rim and tire for wheels constructed substantially as shown
and described with reference to Figures 20 to 25 inclusive.
Dated this 4th day of August A D 1897
HARRY RAYMOND COLLINS.
F. Wise Howorth,
40, Lincoln's Inn Fields, London, W.C., Agent for the Applicant.