The Creery Detachable Solid Tire.
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We have been favoured, by Mr. Arthur C. Hutt, with advance particulars of an interesting new type of fitting which should go far to aid the problem of the ready removal and replacement of solid-rubber endless tires without the aid of a hydraulic or screw press. The invention consists of a new design of rim, and of its attachment to the spokes of a special wheel. Its principal advantage is that the tire so mounted can be readily attached or detached, whether it be of the single or twin type, without the necessity first to remove the complete wheel from the axle.
The special Creery detachable rim is designed for use only with steel wheels, and owing to its having an inturned flange, the internal diameter of which is made standard, the skeleton wheel centre must be made to this standard. It will be realized, therefore, that any diameter of tire can be fitted to any skeleton wheel. This, of course, is not the case with the pre
sent standard tires which are on the market, for which a new set of skeleton wheels will be required for each diameter of tire. In this connection it is well to remember that the War Office authorities, in connection with their latest subsidy scheme, demand the use of steel wheels on all vehicles claiming the grant, and they also specify the employment of large tires in order to get at least a 12-in, clearance from the ground. Mention is also made in the subsidy specification that even more clearance than this is desirable.
An examination of the drawing which we are enabled to reproduce herewith reveals the fact that the new Creery rim practically dispenses with the felloe of the ordinary wheel, or with the rim of the ordinary steel wheel, although, of course, as has been stated. the system is not applicable to the old-fashioned wooden artillery wheel. It is claimed, and we consider rightly, that the new skeleton wheel centre, for use with the Creery device, is simpler and cheaper to make than the several types of cast steel and welded wheels which have come into favour so much recently with commercial-vehicle users. It is obvious that the design dispenses with many of the troubles which have accrued in connection with cast-steel wheels, owing to the inability to secure accommodation for the shrinkage which almost invariably takes place with this class of casting. The complete wheel consists of two main parts, therefore. The skeleton centre, which includes the spokes, and the tire with its special cast rim. The latter is bolted to the outer ends of the spokes. There are no extra parts, such as binding flanges, wedging rings, or keys, in order to prevent creeping, and, therefore, it will be seen that there are not a
lot of special parts to be lost or to be replaced. Also, there is no possibility of the rim's being incorrectly
mounted on the wheel centre. Creeping is impos sible, too, on account of the vulcanization of the ciestic tread of the special rim and of the fixing of the rim by special bolts to the spoke ends. Owing to these latter bolts being short and stout, and to their being placed at such a great distance from the centre of the wheel, as near the extreme diameter as is feasible, we are told that they do not need to be machined and fitted., This does away with another trouble which, in devices of this kind, is always likely to arise in the case of users Overseas.
There is very little machining required on either the skeleton wheel or on the rim, but what machining there is, including the bolt holes, is painted, and, therefore, there should be no trouble from rust, which condition has in the past caused so much bother with other metallic types of detachable devices. We must again emphasize that, as the registering diameter is made to absolute standard for all wheels, there should be no trouble whatever about interchangeability. The bolt holes are made in clearance sizes for one standard size of bolts, pitched on one standard pitchcircle diameter.
Users of industrial vehicles in the Colonies often find that they want more road clearance and a greater steering lock than those provided on the machines which are offered to them by the builders. If such requirements should develop, and it happens that the vehicle owner has had the foresight to specify the fitting of the Creery wheel, all he would have to do would be to employ the diameter of tire that would
give the required clearance. In regard to the greater steering lock, he could obtain this by mounting the Creery device on the front wheels with the overhang outwards. This, it will be found, gives an increase of clearance of very considerable magnitude.
Without actual experience of this new device, which, at the moment of writing, is being considered by one of the leading tire manufacturers of Great Britain in
regard to its manufacture, we are unable to .pass a considered judgment upon its practical application,
but it would appear at first sight that the scheme is a carefully-thought-out one, and, in view of the very pressing need for some action to be taken in regard to the mounting of solid tires for Overseas vehicles especially, the Creery detachable solid-tire arrangement, at any rate, deserves very careful consideration on the part of manufacturers and users of vehicles, as well as of solid-tire makers.