Improvements in or relating to Tyres.
Year: 1894

page_text: Improvements in or relating to Tyres.
1, FREDERICK WILLIAM BROWN of City Chambers, Clifford Street, York in
the County of York, Architect, do hereby declare the nature of this invention to
be as follows:-
My invention relates to spring tyres for the wheels of vehicles for lessening the
vibration caused by the unevenness or roughness of the roads, and consists in
improvements on the tyres described in the Specification of Patent 16809 of 1893,
the object being to give greater efficiency, strength, and neatness of construction
and also ready methods of applying and securing this description of tyres to
the various forms of rims of wheels in velocipedes and other wheeled vehicles.
The tyres constructed in accordance with my invention would be of spring steel
wire, or wire which when bent into the required shape and hardened would have a
permanent spring. It may be arranged in a series of arches parallel to each other
and nearly lengthways of the tyre so that their crowns would present a continuous
flexible surface towards the road and they will afterwards be referred to as the
"bearing wires." They are strengthened and held in position by looped wires (which
I shall hereafter call the "braces") or by other arrangements of wire, which by
resisting the depression of the bearing wires help to give the requisite spring to
the tyre. The spring tyre so produced is protected by an outer casing of canvas
coated with indiarubber.
One of the objects of my invention is to produce a tyre having two continuous
edges from which the bearing wires spring and to which they are secured. One
method of effecting this is to take a number of looped wires or braces formed as in
Fig. 1 r, r, which are different views of the same brace. These are bent into
arches so as to show the same number & shape of loops on each side of the tyre, as
shewn in Fig. 16 a, a', a² & having a portion at each end bent at an angle for a
uumber of loops as a³, a'. These braces are arranged in a series of parallel arches
crossing from side to side along the tyre, the ends of each being secured to the
angles of those adjoining by the methods shewn at a in Figs. 12 & 13 (which
are these parts shewn in detail) being first passed through the loop at the angle
and then secured either by hooking on to or around the next loop or as otherwise
shewn and they may also be made detachable or have means for stretching at these
parts. Thus there is a longitudinal looped wire along each edge of the tyre made
up of the short pieces of the braces. Another method would be to have a
continuous wire (looped or otherwise) along each edge and fasten the ends of the
braces to them, they might be secured to the loops in a similar way to g¹ Fig. 27
hereafter described and arrange the arches from side to side as before.
bearing wires are arranged in parallel arches springing from the edges of the tyre
and passing from side to side in a different direction to the braces and threaded
through their loops as in Figs. 16 & 12 or 76 Fig. 27. At the edges of the tyre
they are first passed through a loop and then twisted back and around it and
secured behind it as shewn by the dark line in Fig. 15 el, e, being the edges of the
tyre, or they may be secured to other loops or to the wire between them, or if the
edges of the tyre are not looped wire, the bearing wires may be secured by looping
or twisting around the edges and then engaging with the springing of the next
wire.
The tyre thus formed is U shaped as shewn in section Fig. 6 where
e, e, are the edges from which the bearing wires spring. They may also pass
The

page_text: across from one edge to the other as at n & also in Fig. 15 thus making a tyre
of D shaped section.
A number of wires are twisted lengthways along the sides of the tyre as b, b¹,
Fig. 16 to resist the thrust of the bearing wires at these parts and also to
strengthen the tyre. To prevent confusion I shall call these binding wires,"
they are shewn in detail at 2 Fig. 14 which also shews methods of keeping them in
their relative positions with regard to the other wires at b³, 14. Two or more
binding wires may run alongside each other. The tyre may also have one or more
braces running longitudinally along the sides, more especially near the bearing
surface. These may also be combined with the binding wires as in Fig. 14 at t³.
The opposite sides of the tyre are connected by wire ties n² Fig. 6 preferably
engaging with the braces on each side and these ties may be in one continuous wire
arranged from side to side in zigzag fashion.
The tyres might also be constructed having the braces arranged longitudinally
at each side instead of arched as previously described, in which case they might
have binding wires arranged alternately with them as at b, b t t the right hand
side of Fig. 16 or both wires combined in one as in Fig. 14 t³.
When the braces are longitudinal they may be held by threading the bearing
wires as shewn by the black line at m, Fig. 14 or by other methods as shewn in
the same figure. In tyres of the latter type the bearing wires at the sides may
in some cases be zigzag, is the parts between two braces may be turned in
another direction as shewn at the right hand side of Fig. 21 at r and they might
also run in this direction to the edges of the tyre or as shewa turn again into their
original direction. The longitudinal braces may be connected by braces running
from one to the other as shewn at r¹. The left hand side of Fig. 21 shews
another combination of braces a and binding wires the other parts and details
of the tyre being substantially the same as first described.
Fig. 22 shews other arrangements of braces a, and binding wires in a tyre.
The braces & bearing wires are arranged in arches springing from the edges of
the tyre as at first described and the binding wires are secured to the edge of the
tyre & may run in either of the directions shewn in the figure and any or
all of the details shewn in Fig. 14 may be used in connection with these
arrangements.
All the braces and looped wires used in the various combinations may be the
same as described in Specification 16809 of 1893, which kind is shewn at Fig. 1 on
the present drawing having open loops or folds, or they may be shaped as in Fig. 2
viz. the parts between the loops being beut inwards as at and also having a
double twist as viewed the other way this would give a longer and firmer surface
in contact between the folds of each loop as also shewn in Fig. 12, . This is
especially applicable to the edges of the tyre. Both these and the preceding ones
could be combined in the same brace. In Fig. 2, is another way of arranging
the loops being alternately on each side, so that when used as an arched brace it
would better preserve its shape if compressed slightly lengthways; viewed the
other way it may be shaped as ².
Another method is to construct the braces or looped wires as at ', consisting of
a strong straight steel wire threaded through a number of loops as also shewn in
Fig. 14 at m in which case when the bearing wires are inserted through the loops
as at the left hand of r, Fig. 2 they are separated from the straight wire aforesaid
by parts of the loops and the result is a much stronger combination and with
more lateral rigidity. The loops used in this arrangement may be as at r, r
or p³
As regards the methods of applying the tyres to the rims and fastening on to
same Figs. 17, 18, 19, 20, 24, 25, and 26 shew various ways of doing this Figs. 19
and 20 also shewing sections of the tyres & rims complete. As before stated the
hearing wires after being secured at the upper edges of the tyre e, e², Fig. 6 may
then be threaded back along the same side thus leaving the two edges unconnected,
or they may cross over from edge to edge as at n. These parts may be either

page_text: straight across or may be bent as in Fig. 10 or they may cross over diagonally or
slanting as in Fig. 11 so that the two edges e, e being connected by springs
might be pressed towards each other as in the dotted lines or apart to suit the rim
in fixing in which case they may also be arranged so that the thrust of the arcbes
when depressed would tighten the edges of the tyre either within the rim or on
the outside of it as required. Fig. 25 shews in cross section of the tyre applied
to a D shaped hollow rim (a crescent shaped rim may be substituted) so that the
edges e e lie close on either side the rim, being supported by the cross wires n
connecting them.
The section Fig. 20 shews the parts n bent so that the edges of the tyre e¹ es
are above the edges of the rim, being supported by the cross wires n below the
rim. The edges e, e, may be higher than shewn so as to enable a tyre of deeper
section to be applied to a velocipede wheel in place of a solid or cushion tyre and
where space
is limited.
The edges or lower side of the rim may be notched to prevent the cross wires
slipping. If a rim as in Fig. 18 is used the edges e', e³, may rest in the angles as
shewn and the cross wires n, may be used or omitted. A rim Fig. 19 with
internal angles or recesses or one with chanuels for the edges of the tyre to rest in,
may also be used.
The tyres as before stated are fastened to the rim with wire, and in the case of
Figs. 20 & 25 the wire can be attached to the edges e¹, e², or to loops near them
The
and might also pass through notches in the rim for additional security.
attachment wires may also be secured to the rim by threading through the holes
formed as at p or pl Fig. 26.
Another method of applying and securing the tyres to the rim is to form a series
of looped hooks along each of the edges e¹, e². They may be shaped out of the
There may
bearing wires as p² Fig. 16 or of the other wires used in the tyre.
also be pieces of straight wire between the books as at r, Fig. 16. In fixing the
tyre these hooks catch on the edges of the rim. Fig. 17 shews the hooks so
placed and having the edges of the tyre e¹, &, outside the rim for attachment
by wires as previously explained. The dotted lines n¹, n2, in this figure
shew where the cross wires connecting the two edges of the tyre might be if
required.
In Fig. 18 the edges of the tyre are placed within the rim, and the hooks
towards the outsides as at u, the tyre being secured by wires passing through the
ends of the hooks and over the rim as at s, s, Fig. 26 or the edges of the rim may
be notched and the hooks let up as at u¹. The hooks may also lap over the rim
and the tyre might also be made with hooks on one edge only to facilitate placing
on the rim. Fig. 19 shews a method of applying the steel tyre in place of the air
tube used in detachable pneumatic tyres, and for utilizing the outer canvas and
rubber casings of those tyres. It could also be applied to other descriptions of
tyres. The hooks at the edges of the steel tyre are formed as in Fig. 16 at v,
having straight parts of wire between each two loops. These parts would be
opposite the edges of the rim as at 'Fig. 19 and below the edges of the tyre.
The steel tyre having been inserted within the casing which is cemented at the
lower side to the canvas wrapping d, of the steel tyre small slits are cut through
the upper part of the casing opposite the books at their lowest level v³, then by
compressing the tyre the hooks are passed through the slits as v', Fig. 19. The
tyre can be placed on the rim by pressing its two edges upwards into the hollow
of the rim and then pulling the hooks over the edges of the rim so that the straight
parts Fig. 19 press the casing against the rim, and it is secured by wires over
the rim engaging with the hooks as shewn in side elevation in Fig. 26 at s, or the
hooks may be twisted at top and a wire slid through them along each side the rim
as at Fig. 26 and its ends secured by a coupling screw, with a hole for the key,
and it may also be held by wires crossing over the rim as before. In both these
methods the wires n may either be used or omitted. The upper edges of the
casing may have wires inserted to prevent sagging.

page_text: In detachable pneumatic tyres which are fastened on the rims either by endless
wires embedded in their edges and fitting on to the rim or by wires having means
of tightening on the rim, the steel tyre could be inserted within the casing as in
Fig. 19 and the hooks at the edges of the steel tyre might catch over the wired
edges e of the outer tyre, or on the fastening wires and could also if required then
descend between the casing & the rim to the edges of the rim w, on which they
would catch. Or there might be two series of hooks on each edge of the steel
tyre, one alore, catching on the wired edge e' of the casing or the fastening wire,
the other below passing through the casing & catching on the edges of the rim
In both the above methods the tyre could be held on to the rim by the
wired edges of the casing or the fastening wires used for same and the outer
hooks at to need not be secured by wire passing over the rim as formerly described.
Fig. 24 shews a method of adapting the steel tyre to single tube pneumatic tyres
or for fitting new tyres, the tube tyre being slit along the side next the rim and
the steel tyre and hooks s² inserted as before. In all these methods the spring
wires n may be used & they may be made to tighten the hooks & hold them on to
the rim, or to give rigidity to the edges e¹, e².
at w.
The edges of the steel tyre may be wrapped with a strip of canvas or with yarn
or other suitable material to prevent them from damaging the rubber casing where
they hold it against the edges of the rim.
Fig. 7 is a view of the bearing surface of the tyre and also shews a method of
wrapping same so as to make a surface to which to attach the casing by elastic
glue or cement. A strip of canvas or other suitable material is wrapped along from
side to side being folded around a wire at each side and the parts which overlap
being cemented or sewn together and interlaced. Fig. 19 shews this wrapping
in section, at d. The outer casing may be supported by sustaining wires, and
Figs. 3, 4, 5, & 9, shew improved arrangements of them. They may be arranged
as in Fig. 5, giving a succession of edges of wire at each side as c', c², and c c and
arms, projecting at one side. When this is bent round into shape (Fig. 6) to
euclose the steel tyre & rim it gives the two edges e, c, at the upper side connected
by the arms f & supported by the continuations of them. Fig. 9 is a plan of Fig. 6
seen from above the rim and the ends of the arms f³ (connecting the parallel
edges c, c, and e³, c',) may be looped and secured thereto with wire, or may be
formed into hooks as in Fig. 8, hooking on to the edges as c³ Fig. 6. The outer casing
is stretched around the sustaining wires and its upper edges overlapped and fastened
with cement as in Fig. 20 slits are cut to pass the spokes as at p, the length of the
slits being towards the side to which the spokes diverge, they are also shewa in
Fig. 9 where small washers of metal or other suitable material may be cemented
between the folds of the casing to stiffen the edges of the slits aforesaid. Figs. 3 and 4
shew alternative arrangements to that in Fig. 9. In Fig. 3 both edges are same as
c, c, Fig. 5, and in Fig. 4 both edges are similar to c³, c, Fig. 5 but the arms f, on
each side are shorter. Both arrangements are secured by wire twisted around
both edges or through the loops, the black dots indicating the positions of the
spokes.
When the sustaining wires are placed around the rim and steel tyre as in Fig. 204
and attached at the lower side to the tyre and the casing stretched around them
being cemented at the lower side to the canvas wrapping of the steel tyre, the
casing would rise above the rim when the spring tyre was depressed instead of
expanding sideways as in pneumatic and cushion tyres, thus giving a narrow bearing
on the road. The supporting edges of the sustaining wires c, c, Fig. 20 are wrapped
with canvas or yarn or the like to give a better surface for supporting the casing.
At regular intervals along the bearing surface of the tyre cross wires may be
inserted within the bearing wires as at g', and also outside them as 92, Fig. 6.
The inner ones pass from side to side close to the bearing wires & their ends are
fastened at each side of the tyre g³, g', Fig. 6 by first giving them a double twist 5
and then threading through the loops of the braces and hooking on to a loop as
at g Fig. 23 or they may be threaded through to the edge of the tyre & thereto

page_text: secured, or may run in the direction of the bearing wires as in the dotted line and
be similarly secured.
The cross wires g' Fig. 6 outside the bearing wires have their ends hooked on to
a loop of the braces at each side of the tyre & hold the bearing wires to the
supporting wires g¹ Fig. 6.
Fig. 27 is a side elevation of a portion of the tyre g¹ Fig. 16 or 23 and shews
at 9, 9, another way of connecting the cross wires g' g Fig. 6 to the braces at each
side of the steel tyre. In Fig. 27 the wire g' is bent so as to pass around part of
the brace, then back and through a loop in a direction alongside a bearing wire, &
it is then twisted round another part of the brace at 7, & also passes round the
bearing wire which is bent as shewn at g³. This gives a rigid attachment to the
brace & the bearing wire being bent & secured prevents the brace from slipping
out of position. The bearing wire might be similarly bent and secured at g¹, the
other side of the loop. These cross wires may each alternately pass inside the
bearing wires as g³, g, z, and then outside, z, go, g', Fig. 6. If the braces cross
nearly at right angles over the bearing surface of the tyre as at Fig. 7 the onter
wires g Fig. 6 might be dispensed with & the supporting cross wires g¹ threaded
across through the inside loops of the braces. The cross wires support the bearing
surface & distribute the pressure to the sides of the spring tyre where the main
strength lies, & by preserving the shape of the lower part of the tyre, support the
rubber casing when it is attached to the wrapping thereof as at d, Fig. 19. Fig. 27
is a side elevation of a portion of the tyre shewing at a modified kind of brace to
those previously described, being a flattened helical spring with each succeeding
revolution or loop not central over those below, & these braces are formed in
shorter arches across the tyre than those previously described & shewn herein.
The loops may decrease in size as they recede from the rim. The straight lines are
the bearing wires and the manner of threading through the loops is shewn at r.
The bearing wires may be bent zigzag across the bearing surface, or twisted into
loops along their crowns to give more flexibility at these parts or they may be bent
as in Fig. 28 at y into a number of parallel folds along the crowns & this by
increasing the surfaces would also enable fewer and thicker bearing wires to be used
and their arches could also be shorter.
To lessen side-slip, ridges & grooves may be formed along the bearing surface
of the steel tyre, their shape being maintained by the cross wires g', 9, aforesaid,
being beut accordingly & this would make the outer casing press unequally on the
road and give a firm grip. Or the steel tyre might be wrapped across its surface
in a similar way to the wrapping shewn in Fig. 7, but using cords of hemp or other
suitable material afterwards hardened by a solution of shellac or other suitable
material so as to form ridges across the steel tyre at intervals apart causing the
rubber casing to have corresponding ridges or harder parts. After hardening, the
steel tyre & parts may be coated with lacquer, paint, varnish plumbago, or the like,
to prevent rust, or lubricate same.
The manner in which the different parts of the tyre combine to give the requisite
spring to it will be better understood by referring to Fig. 22 which is a side
elevation of a part of the steel tyre. The bearing wires being arranged in arches
which have their ends at the springing firmly secured to the edges of the tyre which
are firmly supported, these arches are enabled to take the principal weight of the
vehicle as they are stiffened and their thrust counteracted by the binding wires 6, 7,
secured at their ends to the edges of the tyre or held in position by methods herein-
before described. The bends of the binding wires tend to tighten on each of the
bearing wires & hold them firmly during the thrust of the arches. Of course these
arches are sufficiently long to allow their crowns to be depressed as required when
passing over stones or lumps in the roads & they can be made sufficiently flexible
along these parts by methods as before described so as to nearly absorb slight
shocks. But as an arch when depressed at the crown beyond a certain point
loses its strength of spring at that part, I so arrange the cross wires g' at short
intervals within the boaring surface of the tyre, that when depressed at any part

page_text: the weight is at once transmitted to the sides of the tyre. Thus a pressure at g¹
would tighten the loops of the brace between gl and a & depress the bearing wires
at between this brace & the part next above it, a to e¹, & as this depression
would be resisted by the spring of the loops of these braces & the looped edges of
the tyre as would be apparent in Fig. 27 at 6, the spring of the tyre becomes
stronger the further it is depressed. Owing to the peculiar arrangement of the
different parts of the tyre which admit of closing or folding together, it can be
depressed a considerable way upwards in proportion to its sectional depth, & if the
outer casing is supported as in Fig. 20 it would maintain its narrow bearing on the
road during this depression.
In the preceding examples of tyres the looped crowns of the arched braces keep
the wires in adjacent positions at the bearing surface. However these braces could
be made having a part along the crown of each arch not looped, and these plain
parts could be turned nearly at right angles across the bearing surface so as to take
the place of the supporting cross wires g', Figs. 6 & 22. previously described, the
bearing wires being laid on them & bound to them by a finer wire twisted around
each & having its ends secured to loops at the sides g³, g', Fig. 6 & bending a
bearing wire as at gå Fig. 27 as and for purposes before described.
Or at the bearing surface the bearing wires might be looped or twisted around
each of these cross wires as shewn at Fig. 28 which is a view of the bearing
surface of the tyre, b, b, being the supporting cross wires or continuations of the
braces, and the bearing wires could be twisted around each cross wire as shewn by
the two wires at y', or they could be bent around two or more cross wires after the
manner shewn at y, the parts passing backwards below the surface being brought
up to it so as to give a better bearing surface.
Dated this Eighth day of August 1894.
I, FREDERICK WILLIAM BROWN of City Chambers, Clifford Street York in
the County of York Architect 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 :-
My invention consists of improvements in wheel tyres of that description which
are used for lessening the vibration in velocipedes, carriages and wheeled vehicles
generally, due to the roughness or unevenness of the roads or rolling way. My
improvements consist in making the tyres of a U shaped cross section having a flat
base next the rim and consequently a firmer bearing on same, and the arched
bearing wires are thus firmly secured at their feet and the tyre can be built up of
tempered wires by this method. There are also means of attaching tyres to various
shaped rims and also to pneumatic tyres, by means of hooks and other appliances.
By looping the crowns of the bearing wires they are made more flexible along the
surface. Also by the application of binding wires to the sides of the tyre to hold
in the arches, the looped braces" may have longer loops and be more flexible.
My improvements relate to an invention for which Letters l'atent were granted
to me numbered 16809 and dated September 1893. The present invention consists
partly of improvements in the constructional details and parts and also shews
different forms of construction and methods by which these tyres may be made
more easily applicable to the various forms of wheel rims or felloes in cycles and
wheeled vehicles generally, my object being to increase the scope and practical
utility of the inventior.
The tyres constructed in accordance with my invention are formed principally

page_text: of spring steel wire bent into shape and properly hardened and tempered so as to
acquire the requisite spring or resilience, but other metals and materials may
sometimes be used in their construction, (such as brass) as will be afterwards
explained. In order that my invention may be better understood, 1 shall refer to
the accompanying sheet of drawings and shall also make use of those left with the
Provisional Specification, and to prevent confusion I have numbered the figures on
this sheet of drawings so as to follow in series those left with the Provisional
Specification. My tyres in their simplest form of construction are of a tubular
section consisting of arches of wire arranged in series in one direction (and afterwards
referred to as "bearing" wires) these are interwoven with looped arches arranged
in series in another direction (and which I shall afterwards refer to as the "braces")
these names are used simply to distinguish them from the other parts used in the
construction of the tyres. One of the objects of my invention is to produce a tyre
which can be built up piecemeal with the various parts previously prepared and
tested. For this purpose (and also to facilitate fixing these tyres) I form them
having two continuous "edges" of wire preferably looped at intervals to suit the
distances apart of the bearing wires which are themselves regulated by the distances
of the loops of the springs or "braces" through which they are woven. To effect
this I take a wire of medium thickness and form loops along it at suitable intervals
for the springing of the bearing wires. Then fixing two of these looped wires along
a template shaped to the curve of the wheel the loops inwards and the wires equi-
distant. I now take some hard spring steel wire (of a thickness about No. 19 B.W.G.
if for a bicycle tyre) and cut it into equal lengths about an inch longer than an arched
"bearing "wire, and having half an inch at each end softened so as to be easily
bent. I also make a number of looped wires or "braces" formed as in Specifi-
cation 16809 of 1893 and of a length equal to an arched brace in passing from one
edge" to the other. These are properly hardened and tempered. I then build
up the tyre of these "braces" and "bearing" wires as follows. The bearing wires
are all first secured to one "edge" of the tyre each engaging with a loop as shewn
in Fig. 29 at a being bent and passed through the loop and then bent around.
This fastening can be done in a variety of ways but I have shewn one of the
simplest. Then the looped springs or braces are threaded on and placed in their
respective positions at regular intervals apart and the other ends of the "bearing
wires can now be secured to the other looped "edge" as before. The "braces"
are held in position by being stretched tightly in an oblique direction across the
tyre from one "edge" to the other, their end loops being held by slipping into the
forks formed by the "bearing" wires with the edges" of the tyre as shewn in
Fig. 29 at a, a². Of course the ends of the looped "edges" are joined so as to form
two equal and equidistant rings of a size suitable for the wheel and the tyre is
completed as begun.
"
The resulting tyre would be U shaped in cross section consisting of an arch of
woven spring wire resting at each side on the edges which would come next
the rim and any shock or pressure at the crown of this arch would be absorbed by the
arch. Fig. 16 is an elevation of the tyre and a, a, a, one of the "braces" the
plain wires being the "bearing" wires. There would be a longitudinal thrust of
the "bearing wires" along the sides of the tyre when their crowns are
depressed. This is counteracted by the braces which being secured to the
edges aforesaid hold these parts of the arches in position and prevent them
spreading, and the feet of the "bearing wires" being secured to the "edges
gives them rigidity under this thrust." Another method of making a tyre
"7
of this shaped cross section is to take a number of looped wires or
"braces" formed as in Fig. 16 at a a a² but having a portion at each end
bent at an angle for a number of loops as a³ a', these are arranged from side to side
along the tyre the ends of each being secured at the angles of those adjoining by
methods shewn at a Figs. 12 or 13 (which are these parts detailed) the free ends
being so formed that after hardening they can be hooked together the braces being
thus detachable as before which is requisite in building up the tyre piece by piece

page_text: "
"
or
as before, the ends of "bearing" wires may be secured to the looped "edges" thus
formed either by the method shewn in Fig. 15 or the one previously described.
In order to resist the longitudinal thrust of the bearing wires which I have before
alluded to, I sometimes use wires of hardened steel or brass formed into a series
of twists as b Fig. 14, this can be done by first looping a wire by similar
methods to that used for the braces and then stretching it until the loops
became as at 2 Fig. 14. These wires (which I shall call "binding wires") may
be entwined with the bearing wires along the sides of the tyre either as
b, Fig. 16 or they may be attached at one end to the "edge" of the tyre and
placed as Fig. 22 6, 7. In Fig. 16 the binding wires are kept in position either
by engaging in loops of the "braces or by having some of the bearing wires bent
as Fig. 14, at suitable intervals. I sometimes construct the tyres having a
number of "braces" running longitudinally at the sides as t1, t2, Fig. 16 parallel to
the "edges" and they may be used in combination with the arched braces
without them. In Figs. 41 and 42 I have shewn methods of looping wire for braces
and other purposes.
In Fig. 41, p is a shaft revolving in an upright and actuated
with a crank and handle at e. The wire is looped around the two pins a & b
and this loop is then placed on the pius and e and another loop wound on
a & bas before, and so on. These loops are longer than those in Fig. 42
(which are only bent round one pin at a time) and are much more flexible and
may be made of thicker wire and I use them for braces and also use binding
wires as aforesaid in the same tyre when strength is required and a greater weight
to be sustained. The opposite sides of the tyre may be connected by cross ties
as in Specification 16809 of 1893. Another way would be to have a continuous
wire running from side to side in zigzag shape and passing round cach bearing
wire in turn. All the braces" or looped wires in the various combinations
may be the same as those described in Specification 16809 of 1893, which kind
is shewn in Fig. 42 on these drawings or they may have the parts between the
loops bent as Fig. 2 so as to enable the folds of the loops to have a firm surface
in contact as also shewn at 2, Fig. 12. Fig. 2 shews the loops arranged
alternately at each side. "Braces can also be formed as » Fig. 2 being a looped
wire with a plain wire threaded through it as m³ Fig. 14.
"
As regards the methods of applying and securing the tyres to rims or felloes of
wheels in velocipedes and wheeled vehicles generally Figs. 17, 18, 19, 20, 24, 25,
32, 33, 36, 37 are sections of tyres shewing various ways of fixing them.
My object in the present invention is to make the tyres easily applicable to
almost any rim or felloe, of whatever shape by the following methods or modifications
of them, my aim being not so much to make the tyres easily detachable (as would
be the great desideratum in pneumatic tyres for purposes of repairing punctures)
but to make them capable of being quickly and neatly fixed and to keep rigidly on
the rims when in use. 1 do not require any specially shaped rims in fixing my
tyres and those I shew on the drawings are samples of those generally in use. I
find that the improved sectional shape of the tyres as previously described
(viz. having the two rigid "edges" from which the wires spring) of considerable
advantage in fixing the tyres so as to obtain a firm bearing on the rim and lateral
rigidity when fixed. These two edges el, ³, may sometimes be left unconnected or
they may be joined by cross wires n, Fig. 6.
These cross wires being bent around the edges of the tyre and keeping them
equidistant, n Fig. 35. The cross wires may be placed obliquely from edge to edge
as at n, n, Fig. 11, e, e", being the edges of the tyre and if the cross wires are required
to act as springs either for pushing the "edges" apart of for pulling them together
as may be necessary in fixing the tyre to the rim, their ends may be twisted
around the "edges "like those of n Fig. 35. Fig. 25 shews the tyre applied to a
D shaped hollow rim (a crescent shaped rim may be substituted) so that the
edges e, e, lie close on each side of the rim being supported by the cross wires n
connecting them. Fig. 20 shews the cross wires bent so that the "edges" e', e², of
the tyre are above the edges of the rim, being supported by the cross wires n below

page_text: the rim. The "edges" e, e³, may be placed higher than shewn, so as to enable a
tyre of deeper section to be applied to a velocipede wheel in place of a solid or
cushion tyre and where space or "clearance" is limited, the distance of the
edges el, e, above the edges of the rim enabling the wires in the sides of the tyre to
fold together sufficiently to allow the bearing surface of the tyre to rise as high as
the under edges of the rim when passing over an obstacle.
If a rim as in Fig. 18 is used the edges e¹, e, would rest in the angles as shewn.
A rim (Fig. 19) with internal angles or channels for the "edges" of the tyre to
rest on may be used. Fig. 17 shews a modification of the method shewn in Fig. 20
the cross ties being bent up as ' and forming angles for the edges of the rim to
rest in, or if the part is omitted these would become hooks.
Another method of applying and securing the tyres to the rims or felloes is to
form a series of looped hooks along each of the "edges" of the ivre e¹, e². They
can be formed out of the ends of the cross wires connecting these edges.
The object of these hooks is to catch on the edges of the rim, more especially in
rims which are crescent shaped and have no internal angles or recesses in which
the "edges" of the tyre could rest. For I find that in such rims the tyre would
be apt to twist sideways and thus work itself loose if some provision were not made
to counteract this. By forming the hooks out of the ends of the cross wires
connecting the upper "edges" of the tyre they are detachable from the tyre and
can be inserted after it is made, and can be of various sizes and shapes as may be
required to suit the rim, the cross wires of which they are a part giving them the
necessary rigidity when fixed to the "edges of the tyre. The cross wires are
hent as in Fig. 35 where n³ and n shew different views, having a looped hook at
each end and part of the wire is twisted around the "edges" of the tyre as in the
figure. The cross wires may have a hook at each end or at one end only, the other
being bent around the wire "edge," and the cross wires may be placed either
straight across or aslant as previously shewn, to facilitate stretching the hooks
apart in fixing or to clinch them on to the edges of the rim.
Fig. 32 shews a method of fitting the spring tyre inside single tube pneumatic
tyres which are generally fixed to à rim of the section shewn.
The hooks are shaped so as to bring the "edges" of the wire tyre within the
edges of the rim, the hooks being made to close on to the rim as shewn. The
pneumatic tyre or tube having been slit along the side next the rim the wire tyre
is inserted within it and the cover stretched tightly around it, holes being pierced
along the outer cover, one opposite each hook, and the hooks are pushed through
them, the cover being slackened for this purpose by depressing the bearing surface.
The two edges of the casing may then be laced together with string at t, to prevent
it sagging at the sides. The tyre is then placed on the rim the hooks being twisted
sideways to allow them to pass and then springing back into position as shewn in
Fig. 38 at s. If the edges of the rim are of suitable shape the hooks may be
shaped so that by means of the spring cross wires they may hold the tyre on to the
rim or they may be otherwise held on by short pieces of malleable wire (such as
brass) laid across the rim and having their ends bent round the loops at the ends
of the looks as shewn at the centre hook in Fig. 26, or a continuous wire laced
from side to side and through the hooks, may be substituted. Or another way
would be to have the looped hooks twisted slightly as at s¹ Fig. 20 so as to allow a
strong hardened steel wire to be threaded through. This wire which would be long
enough to traverse all the hooks and would thus form a ring. its ends being joined
by a coupling screw as atj Fig. 26 having a right and left hand thread and a hole
for key to tighten up, the ends of the wires having corresponding threads. The
other hooks would be similarly secured on the other side of the rim. These wires
could be in a number of lengths each connected by coupling screws so as to be
tightened gradually at different parts of the circumference, and they can also be
held by short pieces of wire passing over the rim at intervals of about six inches and
hooked to the circumferential wires: The hook and adjoining part is shewn to
B

page_text: larger scale at s³ to the right of Fig. 32. Otherwise the spring tyre could be held
on by the tension of the edges e, e, kept apart by the hooks 8, s.
In all these methods of fixing, the edges of the spring tyre are wrapped or
wound along with a strip of canvas or yarn or other suitable material preferably
stiffened by a thin solution of shellac or other suitable hardening material. This is
done to give the wires a broader surface and prevent them cutting the casing where
they hold it against the rim. Fig. 33 shews methods of fitting the spring tyre in
lieu of the air tube in detachable pneumatic tyres such as have their outer casings
held on to the rim by wires embedded in their edges. If these wires have means of
tightening on the rim I use hooks as in the preceding method, but their shape is
altered so as to allow the wired edges w, w, of the detachable casing to lie under the
hooks and alongside the edges of the tyre e, e. The spring tyre is made of a
sectional girth sufficient to fit within the rubber casing and is placed within it by
being bent inwards at the part where the wires forming its " edges" are joined,
and its diameter lessened so as to allow this. The tyre and casing are then placed
on the rim, the hooks catching on its edges as before, and the wires in the edges of
the casing are then tightened on to the rim by means of screws, levers, or any of the
usual methods adopted and this wire also clinches the hooks on to the rim and the
tyre is fixed. The left hand side of Fig. 33 shews this method as also the enlarged
detail of the hook adjoining the figure on the same side. The tyre could also be
made of larger girth and the hooks held on to rim by the pressure of the casing
alone. If the casing of the pneumatic tyre were held on to the rim by wire rings
embedded in its edges and of a diameter intermediate between the greatest and
smallest diameters of the rim, I sometimes form the hooks in an S curve as shewn
in the right hand of Fig. 33 and adjoining detail my object being to allow the two
edges" e, e, of the tyre to lie as far apart as practicable; for if the wire rings in
the edge of the casing are made so as to fit tightly into the channels at each side of
the rim shewn in Fig. 33 they would be displaced by the hooks and pushed more
towards the middle of the rim as in the figure. The casing and spring tyre having
been placed in position on the rim by the usual method, viz. by pushing the rings
together and upwards into the hollow of the rim and then arranged so that the
edges" of the spring tyre rest in the channels of the rim (if there be any) as shewn
in the figure. The hooks are then sprung down and catch outside on the edges of
the rin and in order to facilitate this I form then having their outer portion
slanting as 2, Fig. 38, the arrow shewing the direction in which they are sprung
down. Otherwise the "edges" e, might he above w, the spring tyre made of larger
girth than the casing and by its expansion within it, hold the hooks on to edges
of rim. If desired the hooks may pass through the casing similarly to those in
Fig. 32.
.
66
<
"
a3
The edges" of the spring tyre being of looped wire are capable of being
stretched slightly which may be of advantage in slipping the tyre on to the rim,
hut. I sometimes make these edges unstretchable, by forming them of looped wire
having a plain steel wire running along it and through each loop as shewn in
Fig. 2, and Fig. 14 m², and these unstretchable "edges" can be utilized so as
to hold the spring tyre on to the rim, either in combination with the "hooks
in the preceding methods, or without them if the rim is of suitable shape as Fig. 18
or having channels as Fig. 19. Or a crescent shaped rim could be used having
cross wires with hooked ends (as at n' to left of Fig. 33) placed across the rim at
intervals these cross wires having angles for the wire " edges" to rest in as shewn
at e, e. If a tyre of a sectional shape as described in Letters Patent 16809 of
1893 be used (riz, not having "edges") the cross wires with hooked ends may be
fitted to it, being secured to loops of the "braces at opposite sides by the same
method used in attaching them to the "edges," the cross wires connecting the hooks
passing through the tyre and this tyre could then be fixed to the rim in the same
manner as the preceding examples of hooked fastenings. In these methods of
fixing I provide at each side of the tyre at b, b, Fig. 33 a steel wire wrapped
"

page_text: These
similarly to the "edges" previously described and secured alongside the spring
tyre by a finer wire wound along it and secured at loops of the braces.
wires press the casing to the edges of the rim when the tyre is fixed. Figs. 36
and 37 are cross sections shewing methods of applying the tyre to a carriage wheel
of the usual shape. The method used in Fig. 36 is the same as shewn in Fig. 20
and previously described, having the wire "edges" outside the rim which allows the
tyre to fit closer to the rim or felloe. Fig. 37 has the "edges and the feet of
"bearing" wires resting on the rim and kept in position by the "hooks at each
side of the rin, and cross wires, &c.
"
If desirable the outer covers of the tyres may be provided with "sustaining
wires" as described in Specification of Letters Patent No. 16809 of 1893 or by the
improved forms of them as shewn in Figs. 3, 4, 5 and 9 on the annexed drawings.
They consist of an inner coil of spring wire around which the outer cover is
stretched and secured and the effect of any depression of the "bearing surface" of
the tyre is to raise the outer cover bodily upwards at that part. Of course these
sustaining wires if used would only be applicable to covers which entirely
surrounded the rim as well as the spring tyre when fixed, and they can be arranged
as in Fig. 5 giving a succession of edges of wire at each side as c', c², and c³, c
(which are wrapped by the method previously shewn in order to give them a
surface) and arms f,, projecting at one side. These are made after the manner of
my previous Specification, both sides being formed as c, e, and then one side folded
over as c³, c', so as to leave the arms f, f, projecting.
When this is bent round
into shape as in Fig. 6 to enclose the spring tyre and rim it gives the two
edges c, c, at the upper side connected by the arms f. Fig. 9 is a plan of Fig. 6
seen from above the rim and the ends of the arms connecting the parallel
edges e, c², and c³, eª, may be looped and secured with wire or they may be formed
into hooks as in Fig. 8, hooking on to the edge as at co, Fig. 6. The outer casing
is stretched around the sustaining wires and its upper edges overlapped & fastened
with cement as in Fig. 20, slits are cut to pass the spokes as at p, the length of the
slits being towards the side to which the spokes diverge, they are also shown in
Fig. 9 where small washers of metal or other suitable material may be cemented
between the overlapped edges of the casing to stiffen the edges of the slits
aforesaid. Figs. 3 and 4 shew alternative forms to that in Fig. 9. In Fig. 3
both edges are same as c¹, c², Fig. 5 viz. without the arms, and in Fig. 4 both
edges are similar to c³, e, Fig. 5 but the arms on each side in Fig. 4 are
shorter.
Fig. 7 shews a method of wrapping the bearing surface of the wire tyre so, that
the wires would not damage the outer casing when in use and to make a surface
to which to attach the casing (if required) by elastic glue, or cement. A strip of
canvas or plaited jute or yarn or any other suitable material is wrapped along from
side to side so as to have its fibres or strands across the wires, being wrapped around
wires at each side and the parts which over-lap cemented together with a solution
of shellac or other suitable hardening material which would also keep them from
fraying out. There could be more than one wrapping in the width of the
bearing surface as only two or three wires could be wrapped together at a time
if requisite.
The tyres, if intended for light vehicles such as perambulators and velocipedes,
being constructed of thin wires the bearing wires would have sufficient, flexibility
along the bearing surface; but if in carriage tyres and some velocipede tyres much
greater strength were necessary to support the weight of the vehicles and conse-
quently much thicker wires were required to be used, I sometimes form the
crowns of the bearing wires into a number of parallel folds as at y³, Fig. 28,
or bend them into a number of loops at these parts similar to the "braces" and
they could be threaded through the braces at the bearing surface as shewn at
Fig. 40, y³.
In this figure which is a part plan of the bearing surface as seen from below,

page_text: the braces a, a, are turned so as to have their loops towards the inside of the
spring tyre. The bearing wires y are threaded through by turning their loops side-
ways and when in position they are turned back as shewn so as to have the loops
inwards like the braces which hold them by the straight parts between the loops.
y shews a bearing wire looped in another direction and having the folds of the
loops close together.
All the other parts of these tyres would be substantially the same as those
before described.
Fig. 39 shews a variation of this. The bearing wires a, a, having each about
two or three loops near the centre of the crown, their distance of centres apart
being nearly the same as that of the loops on the "edges" of the tyre. A zigzag
wire is interwoven with these loops and along the surface of the tyre as it is
built up, so as to pass through the loops and around the plain parts of the
wires alongside, alternately, thus binding the whole together and transmitting
the weight from the looped crowns to the plain wires adjoining them on each
side. This central portion is shewn in the cross section of the tyre Fig. 33,
looped at y.
In the stronger tyres I sometimes form the bearing surface entirely of looped wire
held together by strong cross wires. This form of the tyre is shewn in side elevation
at Fig. 29, in cross section at Fig. 36, and the plan of the bearing surface is shewn
at Fig. 31.
The bearing wires are formed into long loops along their crowns by the process
as shewn in Fig. 41 and previously described in the construction of the "braces."
In Fig. 31, y shews the position of a looped bearing wire, and its several loups
are shewu in continuation by the dotted lines. ¹, 2, and 3, are the cross wires
supporting the looped surface, being threaded through as shewn and secured to a
bearing wire at the side as in Fig. 29 at æ or æ³. The surface might also be
constructed of looped wires supported by parts of the bearing wires turned at right
angles across the bearing surface and supporting it and holding it together as at x²
Fig. 29 their ends being bent round so as to secure them as at in the same figure.
By this method of construction the looped bearing surface might be made of brass
or other non-rusting metal.
This is also shewn at in Fig. 36. Otherwise the braces could be constructed of
a looped wire having a portion of plain wire at one end which would be turned at
right angles and threaded across the bearing surface through its loops as before.
In these forms of the tyre the bearing surface is nearly flat and is rigid transversely
but flexible along its length, due to the methods of construction and the sides
being upright as at b, b, Fig. 36 the braces would be short lengths of looped spring
wire c, c, Fig. 29 kept in position by having their ends slipped into the forks
formed by the bearing wires with the "edges" of the tyre at a and a², and their
other ends held at e, e, in the angles formed where the bearing wires join the
bearing surface.
Fig. 30 shews a variation of Fig. 31 the surface wires have more than one fold to
each loop and cross the surface y to y' in a shorter distance, consequently this
surface has more flexibility lengthways than that before described. In all
these forms of construction make the various parts to shapes required and harden
and temper same and then fit them together as described in a former part of this
Specification.
These tyres (Figs. 29 and 36) could be made of any strength required, by
varying the thickness of the wires, and could be provided with an outer casing
as in cycle tyres &c. or otherwise the casing might only extend down the sides
as far as the edges of the bearing surface, being supported by sustaining wires
at each side and passing across at . This arrangement would give a Hexible
woven wire surface next the road, preferably of brass or other non-rusting
metal or galvanized steel and of sufficiently thick wires as to be more durable than
rubber.

page_text: 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 woven spring tyre, the construction and application of two continuous
edges to which the component wires of the tyre are secured at the side towards the
rim (these edges being unstretchable or stretchable as may be required) and details
in connection therewith, substantially as and for purposes herein set forth and shewn
on the annexed drawings.
(2.) The construction and application of a spring tyre having its cross section
consisting of an arch of woven spring wire with its feet resting on the rim
substantially as and for purposes herein set forth and shewn on the annexed
drawings.
(3.) The construction and application of cross wires connecting the two edges of a
woven spring tyre, and means of springing the edges together or apart, and methods
of applying and fixing tyres to rims of velocipedes and other wheeled vehicles,
substantially as and for purposes herein set forth and shewn on the annexed
drawings.
(4.) In spring tyres, the application of "binding" wires preferably secured to the
edges of the tyre and interlaced with the arched wires, substantially as and for
purposes herein set forth and shewn on the accompanying drawings.
(5.) In spring tyres, the looping of the crowns of the arched "bearing wires” and
details in connection therewitli, substantially as and for purposes herein set forth
and shewn on the annexed drawings.
(6.) In spring tyres, the construction of a bearing surface either entirely or
partly composed of wires looped longitudinally and supported by cross wires threaded
through them, substantially as and for purposes hercin set forth and shewn on the
aunexed drawings.
(7.) In woven spring tyres, the various improved forms of looped wires or
"braces" and the improved arrangements of the braces in the tyre, substantially as
and for purposes herein set forth and shewn on the annexed drawings.
(8.) In a spring tyre, the application of wrappings to its edges, e, and also to
the bearing surface or wires and methods of stiffening these wrappings. Also the
provision of wrapped wire edges for pressing the outer casing against the rim,
substantially as and for purposes herein set forth and shewn on the annexed
drawings.
(9.) The methods of and means for fixing a woven spring tyre to any rim or
felloe, as shewn in Fig. 32 on the annexed drawings (a) by hooks held on to the
rim by connecting spring wires w, (4) by looped books s, held by wires passing
over the rim at h, (c) by unstretchable edges e, e, and hooks s, s, (d) by looped
hooks s, s, and circumferential wires j Fig. 26 having meaus of tightening or held
by cross wires over the rim, substantially as and for purposes herein set forth and
shewn on the annexed drawings.
(10.) In an outer casing held on to the rim by wires embedded in its edges as
shewn in Fig. 33 I claim the methods of and means for fixing the spring tyre,
only (not the casing) by means of hooks attached to the edges of the tyre and held
on to the rim :-(a) by the wired edges of the casing aforesaid (6) by the pressure
of the casing on the bearing surface of the spring tyre whose edges e, e, may be
made stretchable, (c) by both these methods combined-(d) the improved S form
of the hooks, substantially as and for purposes herein set forth, aud shewn on the
annexed drawings.
(11.) In spring tyres, the methods of, and means for applying same to rims or
felloes by continuous edges resting on the rim, or by continuous edges placed on
the cuter sides of it and supported by cross wires, strips, or hooks passing below
the rim and also means for obtaining a greater sectional depth of the tyre,
substantially as, and for purposes herein Ĕct forth and shewn on the annexed
drawings.

page_text: "
(12.) In woven spring tyres, the application arrangement and construction of
hooks preferably with looped ends for passing through the outer cover, and
stiffened by
66 cross wires
or parts and means of applying and fixing the
tyre and casing to the rim or felloe and details in connection therewith sub-
stantially as and for purposes herein set forth and shewn on the annexed
drawings.
(13.) In a spring tyre having its sides of woven wire as in Fig. 29, the
application of cross wires or rods communicating with the spring sides, for the
purpose of supporting a flexible bearing surface towards the road-substantially as
and for purposes herein set forth and shewn on the annexed drawings.
(14.) The improved forms of "sustaining" wires entirely supporting the casing
and details in connection therewith substantially as and for purposes herein set
forth and shewn on the annexed drawings.
Dated this 8th day of May 1895.