Improvements in and relating to Pneumatic or Air-inflated Tyres for Wheels.
Year: 1892

page_text: Date of Application, 4th Mar., 1892
Complete Specification Left, 12th Dec., 1892-Accepted, 25th Feb., 1893
PROVISIONAL SPECIFICATION.
Improvements in and relating to Pneumatic or Air-inflated Tyres
for Wheels.
I, WILLIAM GOLDING, of No. 4 Portman Street, Moss Side, Manchester,
Inventor, and Patentee, do hereby declare the nature of this invention to be as
follows
It relates in detail,
1. To modifications in the application of the method of securing the outer tyre
or casing to the metal rim, by means of lateral projections or flanges on the outer
side or edges of such tyre or casing acting under the pressure of the interior
compressed air, as described in the Specification accompanying my application,
A.D. 1890, No. 19,990.
2. To improvements in the method of and processes for constructing such outer
tyre or casing.
3. To improvements in the method of and means for gaining access to the
inner surface of the outer tyre or casing and to the inner inflatible tube, particularly
in cases where the latter is joined into an endless ring, for the purpose of effecting
repairs. without removing either from the rim.
4. To improvements in the method of and means for gaining access for effecting
repairs to the inner inflatible tube or tubes, particularly in cases in which the
latter is or are constructed with separate closed ends.
5. To improvements in the method of and processes for constructing the inner
inflatible tube with puncture closing and healing wall.
6. To improvements in the method of and processes for constructing a single
tube pneumatic or air-inflated tyre with puncture closing and healing wall.
7. To improvements in the method of and processes for mechanically compressing
vulcanized or partly vulcanized rubber for use in tyres.
8. To improvements in inflating and deflating valves for pneumatic or air-inflated
tyres.
The accompanying drawings illustrate the manner in which these improvements
are carried out, into practical effect.
On Sheets 1, 2, and 3, Figs. 1, 2, 5, 6, 7, 8, 9, 10, 11, 12, 13, 14, 15 and 16
illustrate varieties, shewn in transverse section, of the tyre and metal rim of a wheel
embodying my invention under the first head, and they also represent the cross
section of a short length of a tyre, which may be mainly a closed tube in
cross section and secured in any convenient and effective way, such short length
forming a flap affording means of access to the interior tube, under the fourth head
of my invention. Figs. 3 and 4 are also transverse sections illustrating the manner
of effecting repairs under the third head.
On Sheet 4, Figs. 17, 18, 19, and 20 are transverse sections which, illustrate
improvements in the methods of and processes for constructing the outer tyre or
casing, under the second head.
On Sheet 5, Fig. 21 is a view in transverse section of my puncture closing and
healing inner tube shewn on a mandrel, embodying my improvements under the

page_text: fifth head. Fig. 22 is a view in transverse section of a single tube pneumatic tyre,
and Fig. 23 is a transverse section of an air cushion tyre both with puncture closing
and healing walls, illustrating my invention under the sixth head.
On Sheet 6, Figs. 24, 25 and 26 are transverse sections of an apparatus for
effecting a lateral compression in rubber strips for use in tyres, under the seventh
head. Fig. 27 is a broken elevation, illustrating a method of construction under
the third head.
On Sheet 7, Fig. 28 shews a transverse section through my improved valve and
through the metal rim and part of the walls of the tyre. Figs. 29 and 30 are
views of the same, partly in elevation and partly in transverse section, shewing
respectively the position of the parts during inflation and deflation. Fig. 31 is a
view of Fig. 28 shewn partly in end elevation and partly in broken longitudinal
section.
The solid black sections represent the metal rim and also layers of native or
unvulcanized or of partly vulcanized rubber. The closer cross section lining
indicate the portions of the rubber which are subjected to lateral compression for
the purpose of closing punctured holes. The same letters of reference refer to the
same parts throughout. The metal rim is indicated at ; t is the outer tyre or
casing is the inner inflatible tube; p is a pad cemented or otherwise suitably
secured to the metal rim; b, are projections or flanges shaped or formed upon the
outer tyre or casing, and c, e' are projections or flanges shaped or formed upon
the pads.
1. The object of my invention under the first head is to secure a tubular tyre or
casing (not necessarily closed in cross section, but preferably split along its entire
length on the inner curve) to the metal rim by means of the projections or flanges
acted upon by the compressed air, so as to admit of easy access to the inner tube
without having to withdraw the latter out of its place, and at the same time to so
secure the tyre that it will not, under the stresses of road use, creep either laterally
or longitudinally on the metal rim. This is effected,
(a) By cementing or otherwise securing one edge band part of the adjacent side to
the inner surface of the rim, or to the pad on the rim, and locking the two edges 1
and 6 of the tyre together by means of the projections or flanges, as illustrated by
Figs. 1 and 5;
(b) By locking both edges b and of the tyre over the edges c and c¹ of the pad,
or by locking one edge and cementing the other as illustrated by Figs. 2 and 6;
(c) By locking one edge of the tyre into a recess shaped in the rim, the
projecting beaded or flanged edge 'resting against the flat edge d of the other
side, which has preferably been first cemented to the rim and round or partly
round the inside of the recess, as illustrated by Figs. 7, 8, 11 and 13;
(d) By locking one or both of the flanged or beaded edges of the tyre into
hollows or recesses formed by the shape of the rim, a pad p having been first
cemented to the interior of the rim, as illustrated by Figs. 14, 15, and 16;
(e) By locking an enlarged edge of the outer casing between the inflated inner
tube and the flat end d of the other side of the casing previously cemented or
otherwise attached to the inner surface of the rim, as illustrated by Fig. 9; and
(f) By locking both enlarged edges between the inflated inner tube and the
padded rim or by locking one edge and cementing or otherwise securing the
other to the rim, as illustrated by Figs. 10 and 12.
When both the edges are locked by pressure alone, such as in the examples
shewn in Figs. 2, 6, 10, 12, 14, 15, and 16, a considerable pressure of air is required
in the tyre to altogether prevent longitudinal creep or fretting. The main purpose
of the pads is to increase the friction and so prevent movement. In the examples
shewn in Figs. 9 and 10, in order to prevent lateral deformation, it is necessary to
have a tubular restraining envelope of canvas or other suitable material either
between the outer casing and the inner tube or attached to or contained in the walls
of the latter. In all cases it is intended to attach a lining or insertion of canvas or
other suitable material to or in the outer casing to prevent it being torn by lateral

page_text: wrenches and shocks. In all the other varieties described the arrangements shewn
are sufficient to prevent either lateral or longitudinal creep, even when no other
restraining envelope is used than the lining or insertion of the outer casing. In
some cases, instead of the single flanges or projections on the overlapping edges of
the outer casing, I may construct and use two or more on each, forming parallel
ridges, or inequalities which interlock with the corresponding ridges of the other
edge. Or I may use projections on one surface, such as short projecting cylindrical
studs of rubber, metal, or other material taking into corresponding depressions or
holes (which latter may be eyeletted) in the surface of the other overlapping side
or in the rim or pad as the case may be. The edges may also be reinforced by
hard rubber, metal, wire, cord, or other means, or they may be bound with leather,
the edges of the leather binding abutting together, or the metal edges forming
hooks, so as to interlock, in cases similar to those shewn in Figs. 1, 2, 5, and 6.
2. Figs. 17 and 20 are enlarged illustrations of the outer casing shewn in Figs. 1
and 14 respectively, in order to make quite clear the arrangement of the canvas
lining a, which is turned back over the removable edge or edges and preferably
vulcanized to the rubber. Figs. 18 and 19 are transverse sections, on a closed ring
shaped mandrel m, of the outer casings shewn in Figs. 1 and 8 respectively and
illustrate the arrangement previous to lapping for vulcanization. In Fig. 18 the
mandrel is grooved on the outer surface to maintain the shape of the edges and b'.
This arrangement is also suitable for the casing shewn in Fig. 2 the pad being
vulcanized with the tyre, the overlapping edges and other parts not requiring to be
The shape
fastened together being prevented from adhering by the usual means.
of the casing edges shewn in Fig. 19 is preserved during vulcanization by a
mould made in loose segments and bound down by the lapping. A similar
arrangement, or sections of the metal rim, may be used for the casings shewn in
Figs. 7, 9, 10, 12, 13, 14, 15 and 16, the pad being vulcanized with the latter.
The casings shewn in Figs. 5 and 6 are placed round a smooth cylindrical ring-
shaped mandrel and lapped in the usual way.
3. The dotted lines in Fig. 27 represent at u, u² pieces cut out of the canvas
lining or insertion of the casing right through the removable edge, at certain spaced
distances. This allows the rubber to be stretched longitudinally sufficiently to turn
the casing, or part of it, over as shewn in Fig. 3, so as to give free access to the
inner tube, and also to turn it over inside out as shewn in Fig. 4 to give convenient
access to its inner surface for effecting repairs. These slits do not on the other
hand weaken the lining to withstand lateral strains. The depth of slit as shewn
in the figure is for a tyre which has the restraining envelope in the inner inflatible
tube as shewn in Fig. 21.
The
4. When inner tubes with separately closed ends are used the transverse sections
shewn on Sheets 1, 2 and 3, and the description and variations set forth with
reference thereto, represent sections through a flap a few inches long sufficient to
give access to the interior to insert or withdraw the inner tube or tubes.
remainder of the tyre may be a closed tube in cross section and the whole cemented
to the rim or of any shape secured in any way. Slits, preferably two, are made
in the lining of the flap, similar to those shewn in Fig. 27. When the restraining
envelope is entirely in the outer casing these slits in the canvas are protected by
loose canvas laps cemented down at one end or they are not so deep but reach
scarcely as far as the edge of the rim. In the latter case the flap is made a little
longer. When the tyre is uninflated the inner edge of the flap can be stretched
and pressed downwards by the fingers, forming a sufficient orifice for the purpose.
When released it springs back into place and is firmly held there by the pressure,
when the tyre is inflated. In some cases I may make a similar slit or slits through
the rubber as well as the lining, and open them out or bind them together as
required by means of short wires securely attached to or within the edge of the
flap and sprung together or hooked and screwed together by a sleeve with right
and left handed screw threads, access to which is obtained through a hole in the
rim, or by any similar arrangement of mechanically securing the edges of the

page_text: slit together, or such slits may be laced, wired, hooked, buckled or clasped together
when not in use.
When the flap is to be constructed in a tyre having the restraining envelope
attached to the outer tyre or casing, and it is required to give easy and ample
access to the interior tube through a narrow flap, I proceed as under.
When
the tyre is being constructed, I cut out a slit towards one end of the flap,
similar to that shewn at u', Fig. 27, from the edge, through the canvas envelope,
to reach half an inch or so below the rim edge. The inner edge of the canvas
and the edges round the slit are strengthened by any practically unstretchable
material, such as canvas cut on the straight, solutioned on. An interior canvas
lap or patch cut on the cross, with a similar slit cut towards one end, and also
with the edges strengthened as just described, is fixed, preferably on the inside,
over the flap. It is placed so that the slit in it is as far as possible from the
other slit. This slit in the lap is covered by a piece of thin rubber.
The lap
is solutioned down at the ends and outer edge to the canvas lining of the tyre,
the inside edge and body of the lap being left free. The whole is then vulcanized
together with the tyre. When the flap is pulled down the rubber coverings of
the two slits are stretched, one ply of canvas sliding upon the other, giving free
access to the interior. When the tyre is inflated this arrangement prevents the
imer tube from protruding through the rubber of the slit, as the stiffened edges,
acted upon by the air pressure, are kept flat and in place so that one cannot
slide on the other. This arrangement is also suitable for forming a flap in the
restraining envelope when it is loosely placed between the inner tube and the
outer tyre or casing.
5. Fig. 21 illustrates the method of forming a puncture closing and healing
inner tube containing the restraining envelope partly within and partly attached
to the outside of its wall. It is formed, preferably on a mandrel m, out of a
strip of vulcanized rubber which has been previously compressed laterally and
maintained in that condition by strips of canvas preferably of fine strong linen
drill cut on the cross, solutioned, to one side of the compressed surface. The
whole wall of the tube may be compressed or a portion towards each edge only
as shewn by the closer section lines in the figure. In the latter case the tube
is protected against injury from puncture only on the surface which rests next
to the tread of the tyre. The width of one strip of canvas reaches from a³ to a
over the compressed part towards one edge; another strip of canvas covers the
compressed part towards the other edge and is carried along the strip so as to
reach more than completely round the tube when it is formed. The narrow
parallel lines in the figures on Sheet 5 indicate the canvas. The second strip of
canvas just described reaches from a¹ to a¹.
A strip of native (that is unvulcanized) or of partly vulcanized rubber, shewn by
the black section n, is solutioned between the compressed parts, which are over-
lapped as shewn in Fig. 21.
The canvas does not reach to the extreme edges a¹ and a², which are bevelled
off and solutioned down as shewn. This arrangement of the canvas forms a
perfectly effective restraining envelope and possesses the advantages (a) of a
greater freedom of expansibility so as to fill the outer tyre or casing to its full
expansive limits, (b) the canvas upon the outer surface, round the inner curve
of the ring, protects the inner tube against fretting wear where this is greatest,
and (c) the absence of canvas on the outer surface, round the outer curve of the
ring, allows repairs to be more quickly and effectively done in cases of such
irregular punctures or cuts as the puncture closing and healing properties cannot
automatically repair.
In some cases the strip or layer of native rubber, which is preferably from
to of an inch thick, may be compressed with the vulcanized rubber strip
In this case the two strips of canvas come together as shewn in the lower part
of Fig. 22.
The native rubber does not conveniently submit to the same amount o

page_text: compression as the vulcanized rubber owing to its inherent elasticity being less
in amount. It may therefore be separately compressed before being inserted
between the overlap. In the latter case there will be three layers of canvas
instead of two. The layer of native rubber in the position shewn is perfectly
protected from injury by any change of temperature likely to be met with. It
may be placed, instead, upon the inner surface of the compressed part of the
tube but this is very undesirable, as when air at a temperature below freezing
point is pumped in, the unvulcanized rubber in that position becomes hard and
brittle. This may be remedied to a certain extent by using partially vulcanized
rubber but it is then less effective for the purpose of sealing punctured holes
unless an increased thickness be used.
6. The sixth head deals with single tube puncture closing and healing tyres,
Fig. 22 illustrates one, inflated by compressed air. It is formed from two strips
of vulcanized rubber.
Each strip is originally of the same thickness throughout, preferablyth of an
inch. The crescent shape shewn towards the tread is caused by the compression,
the increased thickness corresponding therewith.
The inner strip in the figure is represented as equally compressed for not quite
half its circumference, the outer strip is represented as being compressed to a
greater degree towards the centre, at the bottom of the figure, the compression
being gradually reduced to nothing about the points a' and a. The two strips are
solutioned together so as to break joints, as shewn at and a
The positions of the canvas strips a' a², a at, and a aº, as well as of the layer of
adhesive rubber n, are clearly shewn in the figure.
Fig. 23 represents an air-inflated cushion tyre built up in a similar way to that
just described. It is formed from three strips of vulcanized rubber solutioned
together. Each strip is, preferably, variably compressed, as indicated by the
varying thickness in the figure, and to an extent of surface varying in each strip, as
indicated by the fine section lines. The position of the canvas is also clearly shewn
in the figure.
This tyre is intended to be filled with air at atmospheric pressure, or with
compressed air at a comparatively low pressure, and will support the same weight,
as an ordinary enshion tyre of the same outer diameter but with a much smaller
hore or interior hollow, and therefore of greater weight.
The rubber solution used for cementing the three layers is sufficient for the
healing of punctures without a separate strip of adhesive rubber. In addition to
closing and healing punctures it is much more resilient than an ordinary cushion
tyre as it more strongly resists change of shape. It is also less liable to be cut and
does not crack in the interior because the stress of the rebound after compression is
equally distributed over the interior surface.
7. The seventh head relates to improvements in the method of and processes for
mechanically compressing the rubber, and is particularly suitable for compressing
the rubber strips for building up the tubes described under the fifth and sixth
heads.
Fig. 24 illustrates a transverse section of a rubber band attached along both
edges to bars e e, which are adapted to be screwed or otherwise removed apart from
each other in order to stretch the band. In Fig. 24 the band is represented as
stretched, and in Fig. 25 as relaxed to its normal position. When the band is
stretched, the strip of rubber s, or the part of the strip from 2 to 3, to be compressed,
is solutioned to it. When the solution is firmly set the tension is relaxed, as shewn
in Fig. 25, the result being the compression of the strips. A strip of canvas or
other suitable material is then solutioned or cemented to the surface of the
compressed part of the strips in order to maintain the compression. The compressed
strip is then unsealed from the band by naphtha or some other solvent of rubber.
The example described effects a uniforin lateral compression.
Fig. 26 illustrates the shape of the band in transverse section for effecting a
variable compression, greatest in the middle and gradually shading off into nothing

page_text: at the edges a¹ and 22, suitable for the tyres shewn in Figs. 22 and 23. The figure
shews the position when the band is relaxed.
A tubular
The rubber strip a, before compression, is of equal thickness throughout. The
compression and consequently the thickness of the strip s, vary (approximately)
inversely as the thickness of the band underneath. If the latter be increased in
thickness the proportion will be almost exactly as described. In this manner any
varying rate of lateral compression for different uses in tyres may be obtained.
8. Fig. 28 illustrates in transverse section, my improved valve.
shank with flanged bottom and threaded at the top, is passed through the tyre t
(when the latter is a closed tube,) and through the rim and is screwed down so as
to clasp the rim and tyre tightly together by means of the metal washer ; and the
nut /'. A butt-ended plunger , bored for the passage of the air, is passed through
the wall of the inner rubber tube i, a washer w, preferably flexible, being in some
cases placed between. It is passed up through the shank and screwed up tight
by the nut h. These parts are well known. The air inlet bore in my improved
valve is however turned in a diagonal direction to one side towards the inner or
butt end, as shewn in the figure. The slot in the inner surface of the shank 2, in
which the projection o on the plunger k' works, instead of being straight, as is usual,
is cut like a screw of deep pitch giving a half turn. Two layers of vulcanized
rubber and 3, the former stretched and the latter compressed, are solutioned
together and form a circular disc valve, which is solutioned all round the edges to
the inner surface of the wall of the inflatible tube ¹, the middle part, which covers
the butt of the plunger rather tightly, being free. Between the rubber disc
valve and the plunger butt, a washer, preferably of native rubber, n², is placed,
being solutioned to the rubber disc. Through this washer a hole is punched, the
centre being placed as far on one side of the axis of the straight part of the air
bore as the inner vent is placed in the opposite direction. A cut with a lancet
pointed knife is made through the rubber disc aty. The inlet pipe is surmounted
by an airtight screw cap having a washer n' inside which may be of rubber, gutta-
percha, leather, or white metal; this is secured by a swivel f, and a chain not shewn.
Fig. 28 shews the position of the parts after the tyre has been inflated.
It will be seen that there are four barriers to the escape of the compressed air,
(1) the lateral compression of the slit y, (2) the pressure of the washer against
the butt, round the hole 3, (3) the pressure of the same washer over the inner vent
of the air bore, and (4) the air tight cap. Fig. 29 illustrates the position of
the parts during the process of inflation, and Fig. 30 during deflation. To effect
the latter the nut 2 is unscrewed a few turns, and the plunger pressed down,
which causes it to revolve half a turn. This brings the inner vent over the hole
in the washer 2, and depresses at the same time the rubber dise valve, opening
the slity and allowing the air to escape, as indicated by the arrows in Fig. 30.
Dated this 27th day of February 1892.
COMPLETE SPECIFICATION.
Improvements in and relating to Pneumatic or Air-inflated Tyres
for Wheels.
I, WILLIAM GOLDING, of No. 4 Portman Street, Moss Side, Manchester,
Inventor and Patentee, 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 :—
It relates in detail,
1. To modifications in the manner of application of the principle of securing the
outer tyre or casing to the wheel rim by interlocking parts formed on the tyre and
rim held in mutual engagement by the agency of the internal air pressure as
described in the Specification accompanying my application No. 19990 of 1890,

page_text: wherein the particular form of application described consists of lateral projections
or flanges on the outer side or edges of the tyre taking into corresponding recesses
in the wheel rim.
It also relates to an alternative arrangement, for effecting the same object by
interlocking the edges of the tyre to an elastic or flexible pad secured within the
concavity of the wheel rim; also by holding an enlarged edge or enlarged edges of
the tyre between the other enlarged edge or between the ends of such pads on the
one side and hollows or shoulders on the rim; and also to means for interlocking
the two overlapped edges of the tyre together by mutual engagement; the mutual
engagement in all cases being maintained by the air pressure.
It also relates to the combination with any or all of these means of securing of
aud
or
overlapping the free edges of the tyre next the rim of cementing the tyre and
rim together.
2. To improvements in the method of and processes for constructing such outer
tyre or casing.
3. To improvements in the method of and means for gaining access to the inner
surface of the outer tyre or casing and to the inner inflatible tube, particularly in
cases where the latter is joined into an endless ring, for the purpose of effecting
repairs without removing either from the rim.
4. To improvements in the method and means for gaining access for effecting
repairs to the inner inflatible tube (or tubes), particularly in cases in which the
latter is constructed with separate closed ends.
5. To improvements in the method of and processes for constructing the inner
inflatible tube with puncture closing and healing wall.
6. To improvements in the method of and processes for constructing a single tube
pneumatic or air-inflated tyre with puncture closing and healing wall.
7. To improvements in the method of and processes for mechanically compressing
vulcanized or partly vulcanized rubber for use in tyres, including an appliance
for the purpose.
8. To iniprovements in inflating and deflating valves for pneumatic or air-inflated
tyres.
The accompanying drawings illustrate the manner in which these improvements
are carried out into practical effect. The drawings left with the Provisional
Specification are adopted as drawings for this Complete Specification. The figure
numbers of the two sheets left with the Complete Specification are arranged to
follow consecutively those of the drawings left with the Provisional Specification.
Figs. 2 and 6 to 16 inclusive and 34, 36, and 41 to 58 inclusive exemplify
varieties, illustrated by transverse sections, of the tyre and metal rim of a wheel
embodying my invention under the first head, and they and Figs. and 5 also
represent the transverse section of a short length of a tyre, which may be mainly
a closed tube in transverse section and secured in any convenient and effective way,
such short length forming a flap affording means of access to the interior tube, under
the fourth head of my invention. Figs. 3 and 4 are also transverse sections
illustrating the manner of gaining access for effecting repairs, under the third head.
Figs. 17, 18, 19, and 20 are transverse sections which illustrate improvements
in the methods of and processes for constructing the outer tyre or casing, under
the second head.
Fig. 21 is a transverse section of my improved puncture closing and healing inner
tube shewn on a maudrel, embodying my improvements under the fifth head.
Figure 22 is a transverse section of a single tube pneumatic tyre, and
Fig. 23 is a transverse section of an air cushion tyre both with puncture closing
wall, illustrating my invention under the sixth head.
Figs. 24, 25, 26, 62, 68, and 69 shew transverse sections of an appliance or
apparatus for effecting a lateral compression in rubber strips, either flat or tubular,
for use in tyres, under the seventh head; and Figs. 59, 60, 61, 63, 64, and 66

page_text: illustrate transverse sections of puncture closing air tubes the result of this process
of manufacture.
Fig. 27 is a broken elevation, illustrating a method of construction under the
third head.
Figs. 28 to 31 inclusive illustrate my improved non-return and deflating valve.
Fig. 28 shews a transverse section through the valve, the metal rim, and part of
the walls of the tyre. Figs. 29 and 30 are views of the same partly in elevation and
partly in transverse section shewing respectively the position of the parts during
inflation and deflation. Fig. 31 is a view of Fig. 28 shewn partly in end elevation
and partly in broken longitudinal section.
Fig. 67 is a broken elevation, and 65 a transverse section through the middle of
the same, illustrating my invention under the fourth head.
The solid black sections represent the metal rin and also a layers of native or
unvulcanized or of partly vulcanized rubber in an adhesive state. The closer cross
section lining in Figs. 1, 2, 3, 4, 5, 6, 7, 8, 9, 10, 11, 14, 16, 21, 22, 23, 25, 26, 28,
29, 30, and 31 indicate the portions of the rubber which are subjected to lateral
compression while the same is indicated in Figs. 59, 60, 61, 62, 64, and 66 by a
thickening of the wall only. The outer tyre or casing is indicated at t, and i is the
inner air tube. No inner air tube is represented in the drawings in Figs. 34 to 58
inclusive, with the exception of Figs. 42 and 43, but its use therein is to be understood.
1. The object of my invention under the first head is to secure a tubular tyre or
casing (not necessarily closed in cross section, as is for example Fig. 42, but
preferably split along its entire length on the inner curve) to the metal rim by
means of the projections or flanges acted upon by the compressed air, so as to
admit of easy access to the inner tube without having to withdraw the latter out of
its place and at the same time to so secure the tyre that it will not, under the
stresses of road use creep or chafe either laterally or longitudinally on the metal
rim. This is effected,
(a) By cementing or otherwise securing one edge and part of the adjacent side
to the inner surface of the rim or to the pad on the rim, and locking the two
edges and of the tyre together by means of the projections or flanges, as illustrated
by Fig. 34. It will be seen from Figs. 2, 35, 36 46 and 48 that at the interlocking
parts the tyre forms a re-entrant curve pressing the air tube inwards. This is very
useful when an inner air tube with a restraining envelope of fabric attached to it,
or lying loose around it, is used as otherwise in turning corners the air tube rolls
slightly to one side with the tyre and sometimes allows the edge b' to be drawn
out unless considerable thickness of rubber be used. This inward curve does not
pucker the air tube and owing to the pressure tending to make it assume the usual
circular outline it puts the full pressure on this critical part however the tyre may
be twisted. In Fig. 34 a hardened core a is represented as being used to strengthen
the projection which is wrapped round by canvas c.
(b) By locking both edges and over the edges c and c¹ of the pad, or by
locking one edge and cementing the other, as illustrated by Figs. 2 and 6.
(c) By locking one edge of the tyre into a recess shaped in the rim, the
projecting beaded or flanged edge b' resting against the flat edge d of the other side,
which has preferably been first cemented to the rim and round or partly round the
inside of the recess, as illustrated by Figs. 7, 8, 11, 13, 35, 36, 41, 42, 43, 44, 45, 47,
48, 49, 50, and 51.
Figs. 13, 49, 50, and 51 shew lateral flanges on the tyre taking into lateral
recesses in the rim, as described in my Specification 19990 of 1890, but in com-
bination with overlapped edges which materially reduce the strain upon the
interlocking parts. In Figs. 13 and 49 the shape of the lateral flanges is made to
suit the shape of the recesses caused by the tubular or curled edges of the rim.
Both edges may be left free, of the tyres illustrated by Figs. 13, 35, 36, 41, 42,
47, 49, 50 and 51, but one loose edge is sufficient and cementing (or otherwise
securing the other independent of the air pressure) besides obviating creep and

page_text: reaving the Tim Savao Decome
rider can stop, a cause of serious accidents.
The dotted lines in Fig. 50 represent the shape in which the tyre is preferably
vulcanized, that is, in an approximately semicircular shape with either flat or
rounded inner curve. When the inner curve is rounded as shewn, this part can be
stretched during insertion in the rim and thus aid by its contraction to secure the
tyre in place when uninflated, without affecting the other parts as the fabric in the
outer curve t is already stretched to its full extent. A similar effect is produced
by the shape shewn in Fig. 51. The clasticity of the sides when vulcanized as
shewn by the dotted lines in Fig. 50 is very effective for the same purpose.
Fig. 42 represents an outer casing t and an inner air tube i joined together into
one next the rim. The particular construction of this tyre, apart from the method
of securing, I do not claim in this Specification, as it forms part of the subject of
a subsequent application.
(d) By locking one or both of the flanged or beaded edges 6 and 61 of the tyre
into hollows or recesses formed by the shape of the rim, a pad p having been first
cemented to the interior of the rim, as illustrated by Figs. 14, 15, and 16, In
Figs. 14 and 15 the pad is between the tyre and rim; in Fig. 16 a thicker pad is
used, by preference of rubber, which when the tyre is inflated is flattened and
presses firmly against the enlarged edges b and b'.
(e) By locking an enlarged edge of the outer casing between the inflated innėr
tube and the flat end d of the other side of the casing previously cemented or
otherwise attached to the inner surface of the rim, as illustrated by Fig. 9.
(f) By locking both enlarged edges band b' between the inflated inner tube and
the padded rim or by locking one edge and cementing or otherwise securing the
other to the rim, as illustrated by Figs. 10 and 12.
I do not limit my invention to the precise shape of the features and details
illustrated nor to the particular kind of metal rim shewn, but I hold myself at
liberty to make such variations and combinations as are fairly included within the
scope and spirit of my invention.
Fig. 46 exemplifies such variation and re-combination. It shews the methods of
securing described under sub-sections 1a and 1 c combined together in the
same tyre.
When both the edges are locked by pressure alone, such as in the examples
shewn in Figs. 2, 6, 10, 12, 14, 15, and 16, a considerable pressure of air is required
in the tyre to altogether prevent longitudinal creep or fretting. The main purpose
of the pads is to increase the friction and so prevent movement. In the examples
shewn in Figs. 9 and 10, in order to prevent lateral deformation, it is necessary to
have a tubular restraining envelope of canvas or other suitable fabric (constructed
so as to be capable of longitudinal contraction and transverse expansion) either
between the outer casing and the inner tube or attached to or contained in the
walls of the latter. In all cases it is preferred and intended to attach a lining or
insertion of canvas or other suitable material to or in the outer casing to prevent it
from being torn by lateral wrenches and shocks. In all the other varieties the
arrangements described are sufficient to prevent either lateral or longitudinal creep,
even when no other restraining envelope is used than the lining or insertion of the
outer casing.
In some cases, instead of the single flanges or projections on the overlapping
edges of the outer casing, I may construct and use two or more on each forming
parallel ridges or inequalities which interlock with the corresponding ridges of the
other side or edge. Or I may use projections on one surface, such as short pro-
jecting cylindrical studs of rubber, such as are shewn at Figs. 55 and 56, or of
metal or other material, such as are shewn at s Figs. 52, 53, and 54, taking into
corresponding depressions or holes (which latter may be eyeletted) in the other
overlapping side, as shewn in Figs. 52 and 55; or (excluding the rubber studs) in
the rim, as shewn by Fig. 54; or in the pad, as shewn by Fig. 56; or through
both the other side and rim, as shewn by Fig. 53. The edges may also be reinforced
B

page_text: by hard rubber, metal, wire, cord, or other means, or they may be bound WIEN
leather, the edges of the leather binding abutting together so as to interlock. Or
the edges of the tyre may be formed or fitted with metal hooks kk Fig. 57 which
interlock with hooks fixed to the pad p. Or a hook 2 (Fig. 58) fixed to one
edge of the tyre may interlock with another hook ³ fixed to the edge æ; a flap /
being preferably formed on one side so as to cover the hooks to protect the
air tube.
2. The second head relates to improvements in the method of and processes for
constructing such like outer tyres or casings.
Figs. 17 and 20 are enlarged illustrations of the outer tyre or casing shewn in
Figs. 1 and 14 respectively, in order to make quite clear the arrangement of the
canvas lining a which is turned back over the removable edge or edges and pre-
ferably vulcanized with the rubber. Figs. 18 and 19 are transverse sections, shewn
on a closed ring-shaped mandrel m, of the outer casings shewn in Figs. 1 and 8
respectively and illustrating the arrangement previous to lapping for vulcanization.
If the mandrel is however a solid ring no tubular tyre, of ordinary dimensions
containing a lining or insertion of fabric of the usual kind, with the edges meeting
or overlapping on the inner curve of the ring, even when unclosed or cut all round
on the rim curve, can safely be removed therefrom without great difficulty and
risk and in most cases not at all, because the fabric along the inner curve and
edges will not stretch sufficiently after vulcanization to allow of such removal with-
out in most cases risk of seriously injuring or destroying the tyre.
It may however be effected in this way when transverse slits are cut, or elastic
gores (one or more), free from fabric, are constructed in the edges and sides of
the tyre, as described under the 3rd head.
A much lighter and more perfect tyre can be constructed on a ring-shaped
mandrel than by the usual method in which no mandrel is used. Figs. 44 and 45
indicate the thickness of rubber usual and necessary to the latter, while Figs. 34
and 35 indicate the thickness usual to the former, where two or three plies of fabric
are used.
In order to use a ring-shaped mandrel for this purpose, I have invented
and patented one with a loose segment, which is capable of being pushed out of the
ring and so withdrawn through the tyre. Its construction and use are described
in my Specification No. 14990 of 1891. This allows any tubular tyre, whether
intended to be used as a closed or a slit or an overlapped tube, to be removed with
case and safety.
In Fig. 18 the mandrel is grooved on the outer surface of the inner curve to
maintain the shape of the edges and . This arrangement is also suitable for the
casing shewn in Fig. 2, the pad being vulcanized at the same time as the tyre, the
overlapping edges when formed of moulded rubber, and other parts not requiring to
be fastened together, being prevented from adhering by the usual means.
It is
also suitable for such tyres as are represented by Fig. 34. The shape of the casing
edges shewn in Fig. 19 is preserved during vulcanization by a partial mould made
in loose segments and bound down by the cloth lapping. A similar arrangement
(or sections of the metal wheel rim) may be used for all tyres having projecting
parts. The casing shewn in Figs. 5 and 6 are placed round a smooth cylindrical
ring-shaped mandrel with loose segment, and lapped in the usual way for rubber
articles.
In order to facilitate the construction of the tyre, particularly when free overlapped
edges are used, it is desirable, if not absolutely necessary, that one or more of the
plies of fabric should form a complete closed tube on the mandrel in cross section,
to be cut all round under the overlap after vulcanization. Preferably the mandrel
is withdrawn through a slit in the intended line of division, as the straight or
bevelled cut all round can be more conveniently effected afterwards by the aid of
special appliances.
When a perfectly smooth moulded surface is required for such tyres, free from
fabric and lapping marks, the tyre is first partially vulcanized on the mandrel so
that it may be sufficiently consolidated to be removed therefrom. The loose seg-

page_text: ment and then the rest of the mandrel having been withdrawn through a slit in the
fabric-formed tube already referred to, and then the slit in the fabric having been
again closed, the tyre is placed in the usual annular vulcanizing mould and fully
vulcanized by filling it with live steam. The closed fabric layer is afterwards cut
through all round as previously described. In this variation the ordinary fabric
must be used as an insertion; that is, a steam proof layer of rubber must be on the
inside as is well-known, but my new compound "rubbric may be used as a lining
only.
3. The third head relates to improvements in the method of and means for
gaining access to the inner surface of the slit or divided casing and to the inner
inflatible tube, particularly in cases where the latter is joined into an endless ring,
for the purpose of effecting repairs without removing either from the rim.
In most of such casings of the class exemplified by the accompanying drawings,
particularly where the edges overlap, and are properly protected by an insertion
or lining of fabric in the usual way, the free edge could not be withdrawn at all
or only bodily all round the wheel by degrees and with great trouble, and it would
be still more difficult to re-insert. In others very restricted access would be
afforded sufficient merely to allow of the withdrawal of part of the inner tube.
My device or apparatus consisting of an elastic gore is represented in Fig. 27.
Pieces (one or more at certain spaced distances) are cut out of the canvas or
other fabric lining or insertion of the casing right through the removable edge.
The object is to free the rubber at these places from the restraint of the fabric.
The fabric may be slit down and turned back, or it may be arranged to fold
surplus fabric over at the back of these gores and not cut it through. When cut
through, the edges of the fabric round the gore are strengthened by fabric not cut
on the cross. These gores may be triangular in shape or the shape may be varied
as required. The rubber of the gore may in some cases be partially slit or cut
out near the edge so as to give access to wires etc. in the edge where such are
used. This device allows the rubber to be stretched longitudinally sufficiently to
turn the casing, or part of it, over as shewn in Fig. 3, so as to give free access to
the inner tube, and also to turn it over inside out as shewn in Fig. 4 to give con-
venient access to its inner surface for effecting repairs. These slits do not on the
other hand weaken the lining to withstand lateral strains. The depth of slit as
shewn in the figure is for a tyre which has the restraining envelope either round or
in the inner inflatible tube as shewn in Figs. 21 and 43.
When there is a separate restraining envelope between the outer tyre and the
inner tube these gores may be constructed therein.
When there is no other restraining envelope than that in the outer casing these
elastic gores do not reach beyond the rim edge except when the compound form
described in Section 4 is used.
4. The fourth head relates to improvements in the method of and means for
gaining access for effecting repairs to the inner inflatible tube (or tubes) particularly
in cases in which the latter is constructed with separate closed ends.
When inner tubes with separately closed ends are used the transverse sections of
tyres and rims illustrated by the accompanying drawings, and the description and
variations set forth with reference thereto, represent sections through a flap a few
inches long sufficient to give access to the interior to insert or withdraw the inner
tube (or tubes). The reinainder of the tyre may be a closed tube in cross section
cemented to the rim, or of any shape secured in any way. Elastic gores, preferably
two, are made in the flap similar to those already described with reference to
Fig. 27. When the restraining envelope is entirely in the outer casing these gores
are protected by loose canvas laps cemented down at one end, or they are not so
deep but reach scarcely as far as the edge of the rim. In the latter case the flap
is made a little longer. When the tyre is uninflated the inner edge of the Hap can
be stretched and pressed downwards by the fingers forming a sufficient orifice for
the purpose.
When released it springs back into place and is firmly interlocked
by the pressure when the tyre is inflated.

page_text: In some cases, particularly where there is no provision for interlocking, I may
make a slit through both rubber and fabric so that the flaps may be readily opened
out and I may secure the flaps in place when not in use by means of short wires
attached to or within the edges of the flaps and sprung together or hooked and
screwed together by a sleeve with right and left handed screw threads, access to
which is obtained through a hole in the rim, or by any similar arrangement of
mechanically securing the edges of the slit together, or the slit may be laced, wired,
hooked, buckled or clasped together when not in use. The inner tube is protected
by a canvas lap as previously described.
When an elastic flap is to be constructed in a tyre having no other restraining
envelope than that attached to the outer tyre or casing, and it is required to give
easy and ample access to the interior tube by means of a narrow elastic flap, I con-
struct a compound elastic gore as follows. When the tyre is being constructed, I
cut out a slit towards one end of the intended flap through the canvas envelope,
from the edge outwards, to reach half an inch or so below the rim edge, see u²
Fig. 67. The inner edge of the canvas from 3 to 4 Fig. 67 is strengthened and
made unstretchable as indicated at e Fig. 65. The edges of the canvas round
the slit are also strengthened by canvas cut on the straight solutioned on,
see 4, 4, 4, Fig. 67. An interior canvas lap or patch, p Fig. 65, cut on the
cross with a similar slit, Fig. 67, cut towards one end, and also with the
edges strengthened as just described is fixed, preferably on the inside, over
the intended flap. It is placed so that the slit in it is as far as convenient from
the other slit, say 6 to 8 inches. Each slit, and 2, is covered with a piece
of thin rubber solutioned on. The lap is solutioned down at the ends and
onter edge to the inner surface of the tyre. In Figs. 65 and 67, the figures 2, 2,
represent the outer edge of the flap and the area between this line of figures
and the line of 1, 1, represents the space where the lap is solutioned to the
tyre. The inside edge from 1 to 1 and the body of the lap between the line
of figures 1, 1, and the edge being left free. The whole is then vulcanized
together with the tyre. When the flap is pulled down the rubber coverings of
the two slits forming clastic gores are stretched, one ply sliding upon the other,
that is the lap slides along the tyre, giving free access to the interior. When
the tyre is inflated this arrangement prevents the inner tube from protruding
through the rubber of the slit. No other means of securing is required, as the
stiffened edges acted upon by the air pressure are kept flat and in place against
each other and the rim so that one cannot slide on the other; as the force of
the pressure acting to cause transverse expansion is not sufficient to overcome
the friction of the longitudinal sliding under the same amount of pressure. The
resistance is more than twice that of the pressure tending to overcome it,
so that even when combined with road shocks and wrenches the flap is still
perfectly secure. This arrangement is also suitable for forming a flap in the
restraining envelope when it is placed unattached between the inner tube and
the outer tyre or casing.
5. The fifth head relates to improvements in the method of and processes for
constructing the inner inflatible tube with puncture closing and healing wall.
Fig. 21 illustrates the method of forming my improved automatic puncture
closing and healing air tube for use in a pneumatic tyre. The figure, among
other features of the tube, represents it as containing a restraining envelope
which is so arranged as to be partly within and partly attached to the outside
of the wall. It is formed, preferably on a mandril m, out of a strip of vul-
canized rubber which has been previously compressed laterally and maintained
in that condition by strips of canvas or other suitable fabric, preferably of
fine strong linen drill, eut on the cross (and preferably treated so as to form
my patented compound "rubbric "), solutioned to one side of the compressed
surface. The whole wall of the tube may be compressed, as shewn by Fig. 63,
or a portion towards each edge only as shewn by the closer section lines in
Fig. 21.
In the latter case the tube is protected against injury from puncture

page_text: only on the surface which rests next the tread of the tyre, which is the part
nost exposed. The advantage obtained by this partial protection is a con-
siderable reduction in the weight of the tube, a very important consideration.
The compression on the tread side may be obtained by permanently compressing
the middle part of one or more strips, as indicated in Fig. 22, instead of
the edges, and joining up the tube towards the rim side either by a scarf joint,
or by overlapping and sealing as illustrated by Fig. 22.
A similar result of effectiveness combined with lightness is obtained by
re-inforcing the tube on the tread side, as the thickness and consequent
efficiency of the compressed rubber is thereby increased just where it is most
required, while the remainder of the tube may consist of the usual very thin
wall of rubber. The reinforcement may be effected by packing the part with a
strip or strips of rubber (which may be forced into close contact with the other
parts and shaped by pressure), or by overlapping the edges of the rubber, or
by both methods combined, as illustrated in Fig. 21.
When the restraining envelope of the tyre is required to be attached to the
air tube arrange it as follows. The width of one strip of canvas reaches
from a³ to a, see Fig. 21, over the compressed part towards one edge; another
strip of canvas covers the compressed part towards the other edge and is carried
along the strip so as to reach more than completely round the tube when it is
formed. The narrow parallel lines in the figures indicate the canvas. The
second strip of canvas just described reaches from a to a*. The canvas does
not reach to the extreme edges and 2, which are bevelled off and solutioned
down as shewn. This arrangement of the canvas forms a perfectly effective
restraining envelope and possesses the advantages, (a) of a greater freedom of
expansibility so as to fill the outer tyre or casing to its full expansive limits,
(b) the canvas upon the outer surface, round the inner curve of the ring, pro-
tects the inner tube against chafing and fretting wear where this is greatest,
and (e) the absence of canvas on the outer surface, round the outer curve of
the ring, allows repairs to be more quickly and effectively done in cases of
such irregular punctures or cuts as the puncture closing and healing properties
cannot automatically repair.
When the tube is for use in the class of tyres which does not require a
restraining envelope attached to the air tube, the inner layer of canvas need
only extend round and a little beyond the compressed part, as its function in
that case is to maintain the compression only, the canvas covering of the tube
from, round by a, to a¹ would therefore be dispensed with so that no canvas
would be visible; and when the protection is all round the tube as illustrated
by Fig. 63, the canvas of both plies is also carried all round and is hidden in
the wall between the two lamina of vulcanized rubber.
A strip of native (that is unvulcanized), or of partly vulcanized rubber in
an adhesive state, shewn by the black section n Fig. 21 is attached between
the compressed parts, which are overlapped as shewn in Fig. 21. In some cases
this layer of adhesive rubber may be compressed with the vulcanized rubber.
In this case when the edges are overlapped or when two separate layers of
compressed rubber are used the two strips of canvas come together as shewn in
the lower part of Fig. 22. It is preferable however to attach the layer of
adhesive rubber n to the outer strip, on the outer or tread side of the canvas a,
as the punctured holes being cemented up by it the access of moisture to the
canvas is prevented. The canvas absorbs the moisture, passing through punctured
holes, in large patches and is eventually rotted by it thus causing it to release
the compression, though this mishap is impossible when "rubbric" is used for
the purpose.
The adhesive rubber does not conveniently submit to the same amount of com-
pression as the vulcanized rubber owing to its inherent elasticity being less in
amount as the property of elasticity varies in extent inversely to that of adhesiveness
or plasticity. It may therefore be separately compressed before being inserted

page_text: between the overlap. In the latter case there will be three layers of canvas
instead of two. The layer of native rubber in the position shewn is perfectly pro-
tected from injury by any change of temperature likely to be met with. It may be
placed, instead, upon the inner surface of the compressed part of the tube but this
is very undesirable, as when air at a temperature below freezing point is pumped
in, the unvulcanized rubber in that position becomes hard and brittle. This inay
be remedied to a certain extent by using partially vulcanized rubber but it is then
less effective for the purpose of scaling punctured holes unless an increased thickness
be used.
The peculiar action and great advantages resulting from a combination of the
compressive force of the wall of compressed vulcanized rubber acting upon and with
the adhesiveness of the layer of unvulcanized or partially vulcanized rubber for
closing and healing up the punctured hole immediately upon the withdrawal of the
puncturing object have been explained in my Specifications No. 15376 of 1891 and
No. 18383 of 1891.
6. The sixth head deals with single tube puncture closing and healing tyres.
Fig. 22 illustrates one inflated by compressed air. It is formed from two strips of
vulcanized rubber. Each strip is originally of the same thickness throughout, pre-
ferablyth of an inch. The crescent shape shewn towards the tread caused by
the compression, the increased thickness corresponding therewith. I prefer to form
and vulcanize each flat strip separately into a closed ring, and effect the compres-
sion and attach the maintaining canvas of each ring separately while in its proper
ring shape. The way of effecting this will be explained in Section 7. The two rings
are then solutioned together, with the layer of adhesive rubber between, upon my
ring-shaped mandrel with loose segment, and the segment withdrawn through part
of the joins and overlap being left open, and the tyre drawn off as previously
described. The slit at the overlap is then made up and a strip of canvas a to a® is
cemented upon the rim side to make all secure. The tyre made in this way forms
a perfect tubular ring capable of holding compressed air, and has its wall on the
tread side powerfully compressed from the outer to the inner surface through its
whole substance. The inner strip or tube in the figure is represented as equally
compressed for not quite half its circumference, the outer strip is represented as
being compressed to a greater degree towards the centre, at the bottom of the
figure, the compression being gradually reduced to nothing about the points a' and a³.
The two strips are solutioned together so as to break joints as shewn at a¹ and ².
The positions of the canvas a' a³, a³ a', and a' a", as well as of the layer of adhesive
rubber n, are clearly shewn in the figure.
Fig. 23 represents an air-inflated cushion tyre built up in a similar way to that
just previously described. It is formed from three strips of vulcanized rubber
solutioned together. Each strip is, preferably, variably compressed as indicated
by the varying thickness in the figure, and to an extent of curvature varying in
each strip as indicated by the fine section lines. The position of the canvas is also
clearly shewn in the figure. This tyre is intended to be filled with air at atmo-
spheric pressure, or with compressed air at a comparatively low pressure, and will
support the same weight, under these conditions, as would require a much heavier
cushion tyre of the ordinary kind and of the same outer diameter. When it is
required to be puncture healing as well as closing a layer of adhesive rubber is
inserted as previously described. In addition to closing up punctures it is much
more resilient than an ordinary cushion tyre as it more strongly resists change of
shape. It is also less liable to be cut and does not crack in the interior because the
stress of the rebound after compression is equally distributed over the interior
surface.
7. The seventh head relates to improvements in the method of and processes
for mechanically compressing vulcanized or partly vulcanized rubber for use in
tyres.
It also includes, a new appliance or apparatus for effecting the processes
described.

page_text: It also includes the new manufacture of permanently compressed rubber in
the piece and in strips and of new forms of compressed tubes, which are the
resulting manufactures of the said method and processes carried into effect by the
said appliance, such results not being obtainable by any known means.
The method described is particularly suitable for compressing the rubber
strips for building up such like tubes as are described under the fifth and
sixth heads.
Fig. 24 illustrates a transverse section of a rubber band w attached along both
edges to bars ee, which are adapted to be screwed or otherwise removed apart from
each other in order to stretch the band. In Fig. 24 the band is represented as
stretched, and in Fig. 25 as relaxed to its normal shape and position. When the
band is stretched, the strip of rubbers or the part of the strip from 1 to 2 to be
compressed is solutioned to it. When the solution is firmly set the tension is
relaxed, as shewn in Fig. 25, the result being the compression transversely of the
strip s. A very powerful compression can be put in by this method in a very thin
strip. A strip of canvas (which term includes any suitable fabric) is then solutioned
or cemented to the surface of the compressed part in order to maintain the com-
pression. I prefer to use "rubbric" for this purpose as it sticks tighter than
canvas does even when solutioned and vulcanized on. The compressed strip is then
unsealed from the band by dissolving naphtha or some other solvent of rubber. The
example described effects a uniform transverse compression.
It is not essential to put in the longitudinal element of the compression at this
stage. This is arranged for by cutting the canvas maintaining band on the cross
as previously described herein. When the air tube or tyre is completed and inflated
with compressed air it is stretched transversely somewhat as a result of the inflation,
and the crossed threads of the canvas acting like lazy tongs reduce the superficial
area of the canvas and put in a positive longitudinal compression, the result being
that in use the rubber is compressed laterally in every direction, the transverse
element of the compression being permanent, and the longitudinal element of the
compression being effected by the inflation. This method of putting in the
longitudinal compression by cutting the maintaining band or envelope on the cross
is described in my Specification No. 14,468 of 1891, but it is not specially claimed
therein.
Fig. 26 illustrates the shape of the band in transverse section for effecting a
variable compression, greatest in the middle and gradually shading off into nothing
at the edges and 2, suitable for the tyres shewn in Figs. 22 and 23. The figure
shews the position when the band is relaxed. The rubber strips, before compression
is of equal thickness throughout (though a strip normally thicker in the middle
may be used). The compression, and consequently the thickness of the strip s vary
(approximately) inversely as the thickness of the band underneath. If the latter
be considerably increased in thickness throughout, the proportions remaining the
same, the compression will be almost exactly as described. Before removing the
strips from the stretcher a strip of canvas is solutioned to the surface of the com-
pressed part, as described with reference to Fig. 25. Fig. 64 represents the strip s
after it has been removed from the stretcher shewn in Fig. 25, with the ends bevelled
off and formed into a tube, the maintaining band reaching round the outside next the
tread from a to a². Fig. 66 represents the strip s, as shewn on the stretcher in
Fig. 26, treated in the same way.
It will be observed that the band or stretcher shewn in Figs. 24 and 25 is adapted
to put in a uniform compression of equal amount on either or both sides, and that
the stretcher illustrated by Fig. 26 is adapted to put in the same amount and quality
of variable compression on either or both sides. Fig. 62 illustrates a relaxed
stretcher adapted to put in a uniform compression on either or both sides but the
amount of compression put in on the side w* is less than that put in on the side w;
the compression and thickness of the part of
to the part of the strip one as w* is to it.
thinner part to stretches to a greater extent
the strip on w being in the same ratio
When the stretcher is extended the
than the thicker part we* and in order

page_text: to do so creeps round the bars e e. The same result is obtained by using bars
shaped similar to e in Fig. 68 and making the side Fig. 62 longer than w* so
that it will curve over when relaxed. Fig. 68 shews a compound stretcher relaxed
and Fig. 69 shews the same extended. This is a combination of the two stretchers
shewn in Figs. 26 and 24 and is adapted to put in a uniform compression on one
side and a variable compression on the other. When this stretcher is used solely
for transverse stretching, the rubber at the ends outwards from e, e is stiffened, or
if not stiffened made much thicker than shewn.
In this manner any varying quality, rate, position and combination of lateral
compression for different uses in air-tyres may be obtained.
So far the description of the application of this appliance has been confined to
strips of rubber. It is however adapted and will be applied to operate upon the
rubber (for use in tyres) in different forms. These are, stated generally
(A) Straight strips either flat or curved.
(B) Thin sheet rubber of the usual widths and lengths.
(C) Straight tubes of thin rubber closed in cross section.
(D) Ring-shaped tubes of thin rubber closed in the ring but not closed in cross
section.
(E) Ring-shaped tubes of thin rubber closed in the ring and closed in cross
section.
Each and all of these forms may have a positive compression put in by the
stretcher,
(a) transversely,
(b) longitudinally,
(c) transversely and longitudinally.
The band and bars forming the stretcher are for different purposes constructed
in correspondingly suitable forms.
(1.) In straight lengths,
(a) with the bars at the sides for transverse compression!
() with the bars at the ends for longitudinal compression;
(c) with the bars at both sides and ends, the rubber being loose on the bars,
for transverse and longitudinal compression combined.
(2.) In cylindrical shape, the bars forming circular hoops,
(a) with solid bars for transverse compression;
(6) with telescopic bars held loosely by the rubber and operated by an expanding
drum, for longitudinal compression;
(c) the same as b, but in addition to the expansion by the drum the telescopic
bars are also stretched apart transversely, for longitudinal and transverse
compression combined.
By the term "closed" it is intended to convey that the tube is closed by
vulcanization and is without any apparent join.
A longitudinally compressed strip or tube may be used in combination with a
transversely compressed strip or tube, so that when formed into a compound tube
the two necessary elements for a perfect lateral compression, operative in all
directions, may be obtained in this manner.
In order to compress the tube and arrange the maintaining bands in the manner
illustrated in Fig. 21, the strip of rubber to be compressed is either attached to the
stretcher with both sides and edges in the same direction and looped over, as shewn
in Fig. 70, or the two edges to be compressed are fixed to opposite sides of the
stretcher, the part of the wall not requiring compression being looped over, as
shewn in Fig. 71, The three strips shewn formed into a tube in Fig. 63 may
be all three joined together before being compressed or they may be compressed
separately.
It is found preferable in most cases of thin rubber air tubes with partially
compressed walls, in which the envelope of canvas is not carried all round, to form.
and vulcanize them on a straight mandrel, so that they form straight tubes closed
and vulcanized in cross section. Fig. 61.is an example of such a tube compressed

page_text: with uniform compression on the tread side only. This is effected by releasing a
straight stretcher, say Fig. 25, at one end and passing the tube over it.
It would
be represented by Fig. 24 if it be supposed that the ends of the strip shewn there
are continued round the edges and underneath, forming a tube. In most cases
however the stretcher shewn in Fig. 24 would give too limited an extent of com-
pression in this way because of the space taken up by the bars.
It may then be
shaped like the stretcher shewn in Fig. 62 (but with sides of equal thickness) with
the bars inside. The bars might also be made of a cross section better adapted to
withstand bending, as there would be in this method of using it no intermediate
supports. An effective means for preventing the bars bending inwards in the middle
is an arrangement of links similar in action to a parallel ruler, attached to one bar.
and sliding on the other.
The part of the air tube most liable to puncture after the tread portion is the
inner curve next the rim as it not unfrequently happens that the puncturing object
passes through both. Fig. 59 represents a tube formed to meet this emergency.
It is compressed on both road and rim sides, while the lateral parts of the tube are
of the normal character and free to expand under inflation. The tube is thus
protected at both its most vulnerable parts and yet it is very little heavier than an
ordinary unprotected tube. The compression may be variable or it may be
uniform and it may be different in degree on the opposite sides.
It may also have
rubber in an adhesive state between the tube and maintaining band, as shewn in
Fig. 61, and next the rim as well, as shewn at the top of Fig. 60. This makes it
both puncture closing and healing. In the Fig. (59) the compression is represented
as uniform in character on both sides but greater in quantity on the tread side than
on the rim side. This compression is effected on the stretcher illustrated by
Fig. 62. The figure shews the tube in position on the stretcher after the com-
pression has been effected and the maintaining bands attached. Fig. 60 shews a
similar tube to that just described with reference to Fig. 59, but it has variable
compression on the road side and uniform compression next the rim of less amount.
This is effected by the stretcher illustrated by Figs. 68 and 69.
The two tubular layers of vulcanized and compressed rubber illustrated in
Fig. 22 formed into a single tube pneumatic tyre illustrate the variety (D) of ring-
shaped tubes closed in the ring but not closed in cross section. These are com-
pressed on the form of stretcher before described under subsection (2), the cross
section being the same as shewn in Fig. 26 in which the upper edge or surface
represents the outer surface of the cylindrical stretcher. The outer strip of the
tyre shewn in Fig. 22 is placed round the stretcher with its outer surface attached
thereto, while the inner tube when attached has its inner surface next the stretcher.
I prefer to form and vulcanize the rubber treated canvas maintaining band when
it reaches all or nearly all round, separately on a ring-shaped mandrel with loose
segment. After the rubber tubes and attached bands are removed from the
stretcher, they are placed round such a mandrel and solutioned together all but a
small slit under the overlap through which the mandrel is withdrawn and which is
afterwards made up: In this way a perfect ring-shaped puncture closing tyre is
produced, containing any amount of compression desired and of any desired degree
of lightness. The constituent parts of the cushion tyre illustrated by Fig. 23 are
also treated in the same manner, as is also. any fabric covered air tube, such as
those shewn in Figs. 63, 64 and 66, not vulcanized closed in cross section.
Fig. 61 may be used to illustrate. the cross section of the variety (E) of ring-
shaped tubes closed in the ring and closed in cross section. It is compressed on the
form of stretcher described under subsection (2), with telescopic bars. First of all
the strip n of native rubber is solutioned to the stretcher then the outer balf
of the flattened tube is solutioned over that and sufficiently overlapped beyond
the native rubber to give the. vulcanized tube a good hold on the stretcher.
After the relaxation of the stretcher and compression of the strip the native rubber
is hardened and..contracted by being subjected to a sufficiently cold temperature
C

page_text: which is artificially obtained. The stretcher is then somewhat relaxed radially by
means of the telescopic bars and the stiffened tube withdrawn. The maintaining
band a¹ to a² is then solutioned on preferably by moistening the strip n with
solvent. It is then gradually warmed to a temperature of 95° Fahr. when it recovers
its usual consistency. In this way a tube closed and vulcanized both in cross
section and in the ring may have any amount of permanent compression put in,
irrespective of its thickness, which compression is unaffected by either inflation or
deflation. This arrangement results in a puncture closing and healing tube.
Straight strips and rubber in the sheet may be supplied in short or long lengths..
For the latter, the compression is effected in stages all running into each other and
forming a continuous compression. The compression in the sheet rubber. is.
preferably maintained by rubber-treated canvas solutioned to it in the piece. The
cross-way arrangement of the threads is obtained as required by cutting the
compound material into crossway strips. In this way the material for puncture.
closing, or puncture closing and healing, tubes or tyres is rendered a vendible
manufactured article.
I wish it to be understood that I do not limit myself to the precise details of
construction nor to the exact shape or form of the appliance or apparatus described.
under this head, but that I hold myself at liberty to make such changes and
alterations as fairly fall within the spirit and scope of my invention.
I wish it to be understood that I do not claim herein the manufacture and use of
a rubber tube made with transversely compressed wall per se, nor do I claim, a
maintaining envelope of fabric per se.
I am aware that such a (straight) tube, adapted to hold compressed air, con-
⚫tructed of rubber of uniform thickness with an inextensible backing of fabric or hose,
the compression being effected by turning the tube inside out after vulcanization,
the amount of such compression varying according to the thickness of the material
used, is old and has been known for many years, and 1 do not claim it.
The general feature of the tubes constructed according to this my invention is a
very large amount of compression, operative in all directions laterally, with an
exceedingly thin and light wall of rubber; and in varieties, the limitation of the
compression and consequent restriction to the most vulnerable parts, which still
further reduces the weight.
8. The eighth head relates to improvements in inflating and deflating valves for
pneumatic or air-inflated tyres.
Fig. 28 illustrates, in transverse section, my improved valve. A tubular
shank, with flanged bottom and threaded at the top is passed through the tyre t
(when the latter is a closed tube), and through the rim r, and is screwed down so as
to clasp the rim and tyre tightly together by means of the metal washer and the
nut h¹.
A butt-ended plunger k, bored for the passage of the air, is passed through
the wall of the inner rubber tube, a washer w, preferably flexible, being in some
cases placed between. It is passed up through the shank and screwed up tight
by the nut ². These parts so far are well-known. The air-inlet bore v in my...
improved valve is however turned in a diagonal direction to one side towards the
inner or butt end, as shewn in the figure. The slit in the inner surface of the shank
or fixed sleeve k², in which the projection o on the plunger k¹ works, instead of
being straight, as is usual, is cut like a screw of deep pitch giving a half turn.
Two layers of vulcanized rubber and the former stretched and, the latter com-:-
pressed, are solutioned together and form a circular disc valve which is solutioned.
all round the edges to the inner surface of the wall of the inflatible tube ³, the
middle part, which covers the butt of the plunger rather tightly, being .free.
Between the rubber disc valve and the plunger butt, a washer, preferably of
native rubber, n² is placed being solutioned to the rubber disc. Through this.
washer a hole is punched, the centre being placed as far on one side of the axis
of the straight part of the air bore as the inner vent is placed in the opposite
direction. A cut with a lancet pointed knife is made through the rubber disc at y.

page_text: This rubber disc valve may be of compressed rubber maintained by fabric, but not
so well, as a much larger cut is then required and the air is unduly restricted in its
passage. The inlet pipe is surmounted by an airtight screw cap 9 having a washer n¹
inside which may be of rubber, gutta percha, leather, or white metal; this is
secured by a swivel f, and chain not shewn.
Fig. 28 illustrates the position of the parts after the tyre has been inflated. It
will be seen that there are four barriers to the escape of the compressed air,
(1) the lateral compression of the slit y, (2) the pressure of the washer n² against
the butt, round the hole v², (3) the pressure of the same washer over the inner vent
of the air bore, and (4) the air-tight cap.
Fig. 29 illustrates the position of the parts during the act of inflation, and
Fig. 30 during deflation. To effect the latter the nut 2 is unscrewed a few turns
and the plunger pressed down, which causes it to revolve half a turn. This
brings the inner vent over the hole in the washer n² and depresses at the same
time the rubber disc valve ³, opening the slit y and allowing the air to escape, as
indicated by the arrow in Fig. 30. This action of the plunger is also utilized
before inflation to loosen the valvular surfaces when they stick, a frequent cause of
derangement in tyre valves, and usually very difficult to remedy.
Having now particularly described and ascertained the nature of my said invention,
and in what manner the same is to be performed, it is to be understood that I
make no claim to those methods of securing a pneumatic tyre to a wheel, which
are illustrated in Figures 1, 5, 17 and 18 of the drawings referred to in the
Specification but I declare that what I claim is :
1. The improved pneumatic tyre constructed with overlapping edges interlocking
by simple abutment, as hereinbefore described and illustrated by Figs. 7, 8, 9, 11,
19, 34, and 46 of the accompanying drawings.
2. The improved pneumatic tyre and pad constructed so as to mutually interlock,
as hereinbefore described and illustrated by Figs. 2, 4, 6, and 56 of the accom-
panying drawings.
3. The improved pneumatic tyre constructed with overlapping edges and formed
with a flange, projection, bead, or thickened edge on one side, as hereinbefore
described and illustrated by Figs. 43, 44, and 45 of the accompanying drawings.
4. The improved pneumatic tyre constructed with overlapping edges and formed
with a flange, projection, head, or thickened edge on both sides, as hereinbefore
described and illustrated by Figs. 13, 35, 36, 41, 47, 48, 49, 50, and 51, of the
accompanying drawings.
5. The special construction of flanged tyre and recessed rim with curled edges
and their combination as illustrated by Fig. 14 arranged and operating as and for
the purpose set forth.
6. In a pneumatic tyre, securing the outer tyre or casing to the wheel rim by
cementing or otherwise securing one edge band part of the adjacent side to the
inner surface of the rim or to the pad on the rim, and locking the two edges b¹ and b
of the tyre together by means of the projections or flanges (forming mutual
abutments or shoulders) acted upon by the air pressure when inflated, as set forth
with reference to Fig. 34 of the accompanying drawings.
7. In a pneumatic tyre, securing the outer tyre or casing to the wheel rim by
locking both edges band of the tyre over the edges c and c' of the pad p or by
locking one edge and cementing the other to the pad, the pad being cemented or
otherwise secured to the rim, and the interlocking parts maintained in mutual
engagement by the air pressure when inflated, as set forth with reference to
Figs. 2, 6, 56, and 57 of the accompanying drawings.
8. In a pneumatic tyre, securing the outer tyre or casing to the wheel rim by
locking one edge of the tyre into a recess shaped in the rim, the projecting
beaded or flanged edge b¹ overlapping the other side which is preferably cemented
to the rim, the mutual engagement between the loose edge or edges of the tyre

page_text: :
with the rim being maintained by the air pressure, as set forth with reference.to
Figs. 7, 8, 11, 13, 35, 36, 41, 42, 43, 44, 45, 47, 48, 49, 50 and 51.
9. In a pneumatic tyre, the combination of the outer tyre or casing. t having
flanged, beaded, or enlarged edges and b, of the pad p suitably secured to the
rim, of the rim of the wheel having corresponding hollows or recesses, and of the
air tube with or without a restraining envelope, all combined, arranged, and
operating, as and for the purpose set forth with reference to Figs. 14, 15, and 16 of
the accompanying drawings.
10. In a pneumatic tyre, securing the outer tyre or casing to the wheel rim by
overlapping the edges and locking the inner enlarged. edge between the air
tube (and its restraining envelope of fabric capable of circumferential contrac-
tion) and the edge of the other side which is cemented or otherwise attached to
the inner surface of the rim, the engagement being maintained by the air pressure
when inflated, as set forth with reference to Fig. 9 of the accompanying drawings.
11. In a pneumatic tyre, securing the outer tyre or casing to the wheel rim by
locking both enlarged edges and between the inflated air tube i (with restrain-
ing envelope capable of circumferential contraction) and the padded rim p,r the
inner surface of which is of a curvature of smaller radius than that of the air tube,
or by locking one edge and cementing the other to the rim, as set forth with
reference to Figs. 10 and 12 of the accompanying drawings.
12. In a pneumatic tyre, the device consisting of the formation of a re-entrant
curve on the outer tyre for the purpose of concentrating the radial air pressure
of a fabric-restrained air tube upon the interlocking parts, as set forth, and
illustrated by Figs. 2, 35, 36, 46, and 48 of the accompanying drawings.
13. In a pneumatic tyre which is secured to the rim partially by cementation, or
other means, and partially by overlapping and interlocking maintained by the air
pressure, the precise means for effecting the interlocking consisting of studs or
hooks.arranged. and engaging as set forth with reference to Figs. 52, 53, 54, 55, 57
and 58 of the accompanying drawings.
14. In a pneumatic tyre consisting of a closed and sealed tube in cross section, a
short slit or opening next the rim, for inserting and withdrawing the inner air tube
endways, secured when not in use by the methods described in Section 1 for securing
tyres, and illustrated by the accompanying drawings.
15. The improved pneumatic tyre, as herein before described and illustrated by
Figs. 2, 3, 4, 6, 7, 8, 9, 10, 11, 12, 13, 14, 15, 16, 20, 21, 22, and 27 of the
accompanying drawings.
16. The general arrangements and combinations of parts constituting my
improvements in the outer tyre or casing of a pneumatic tyre and its attachment to
the wheel rim as set forth with reference to Figs. 2 to 4 and 6 to 16 inclusive and
to Figs. 34 to 36 and 41 to 58 inclusive of the accompanying drawings.
17. The improvements in the method of and processes for constructing the outer
tyre or casing of a pneumatic tyre, as described in Section 2 and illustrated by the
figures on Sheet 4 of the accompanying drawings.
18. In a pneumatic tyre, the device consisting of an elastic gore arranged and
operating in the manner and for the purposes hereinbefore described in Section 3,
and illustrated by Fig. 27 and shewn in operation by Figs. and 4 of the
accompanying drawings.
19. In a pneumatic tyre, the device consisting of a compound elastic gore con-
structed, arranged, and operating as and for the purposes set forth in Section 4 with
reference to Figs. 65 and 67 of the accompanying drawings.
20. In a pneumatic tyre, the improved device consisting of a flap constructed
with elastic gores combined, arranged, and operating as and for the purposes set
forth in Section 4.
21. In a pneumatic tyre, the device.consisting of a slit, transverse in direction,
protected, secured, and operated as and for the purpose set forth in Section 4.
22. The method of and processes for constructing an automatic puncture closing

page_text: and healing air tube for a pneumatic tyre, as set forth with reference to Fig. 21 of
the accompanying drawings.
23. The improved automatic puncture closing and healing air tube for a
pneumatic tyre, as set forth in Section 5 and illustrated by Fig. 21 of the
accompanying drawings.
24. In an automatic puncture closing air tube for a pneumatic tyre, the improved
construction and arrangement of the canvas forming a complete restraining
envelope but only partially surrounding the tube, as described in Section 5 and
illustrated by Fig. 21 of the accompanying drawings.
25. As a new article of manufacture, an automatic puncture closing air tube
for a pneumatic tyre, formed of vulcanized rubber permanently compressed upon
the tread side only and free from canvas covering on the tread side, as set forth
with reference to Fig. 21 of the accompanying drawings.
26. As a new article of manufacture, an automatic puncture closing air tube for
a pneumatic tyre, separate, distinct, and detachable from the tyre, formed of
vulcanized rubber reinforced, thickened, and permanently compressed upon the
tread side, as set forth with reference to Fig. 21 of the accompanying drawings.
27. As a new article of manufacture, an automatic puncture closing and healing.
air tube for a pneumatic tyre, formed of vulcanized rubber permanently compressed
upon the tread side only and reinforced on the tread side by an insertion of native
or of partially vulcanized rubber, as set forth with reference to Fig. 21 of the
accompanying drawings.
28. As a new article of manufacture, the automatic puncture closing and healing
air tube for a pneumatic tyre, operative all round the tube and formed of two
lamine of permanently compressed rubber with a lamina of adhesive rubber
between, the compression being maintained by an outer covering of canvas, as set
forth with reference to Fig. 63 of the accompanying drawings.
29. As a new article of manufacture, an automatic puncture closing air tube for a
pneumatic tyre, composed of two lamine of permanently compressed rubber, the
compression being maintained by an insertion of two plics of canvas hidden in the
wall between the two laminæ of rubber, as set forth with reference to Figs. 21
and 63 of the accompanying drawings.
30. As a new article of manufacture, an automatic puncture closing air tube for a
pneumatic tyre, permanently compressed and confined by canvas on, the tread
side only, as set forth with reference to Figs..64 and 66 of the accompanying
drawings.
31. As a new article of manufacture, an automatic puncture closing and healing
air tube for a pneumatic tyre, formed of vulcanized rubber with permanent variable
compression on the tread side, ranging from norinal at the sides, gradually increasing
in compression towards the tread, and culminating at the plane of revolution, as set
forth with reference to Fig. 66 of the accompanying drawings.
32. As a new article of manufacture, an automatic puncture closing and healing
air tube for a pneumatic tyre, formed of vulcanized rubber without join permanently
compressed and confined by canvas on the tread side only with a layer of pure
unvulcanized rubber between the canvas and vulcanized rubber, as set forth with
reference to Fig. 61 of the accompanying drawings.
33. As a new article of manufacture, an automatic puncture closing air tube for.a
pneumatic tyre, formed of vulcanized rubber without join in cross section, with
permanent compression on both tread and rim side the sides of the tube being
normal, as set forth with reference to Figs. 59 and 60 of the accompanying
drawings.
34. As a new article of manufacture, an automatic puncture closing air tube for a
pneumatic tyre, formed of vulcanized rubber permanently compressed and confined
by canvas on both tread and rim side, the sides of the tube being normal and
unconfined and therefore free to expand, as set forth with reference to Fig. 59 of the
accompanying drawings.

page_text: 35. As a new article of manufacture, an automatic puncture closing air tube for
a pneumatic tyre, formed of vulcanized rubber permanently compressed on the
- tread side with a greater amount of compression than on the rim side, the sides of
the tube being normal, as set forth with reference to Figs.: 59 and 60.of.the
accompanying drawings.
:
36. As a new article of manufacture, an automatic puncture closing air tube for
a pneumatic tyre, compressed permanently on both the tread and rim side, with
variable compression: cn. the one side and uniform compression on the .other, the
sides of the tube being normal, as set forth with reference to Fig. 60.
37. The improved automatic puncture closing tubes as herein before described
..and illustrated by Figs..59, 60, 61, 64, and 66 of the accompanying drawings..
38. The method of and processes for constructing. a single tube pneumatic or
air-inflated tyre with puncture closing and healing wall, from. two. flat strips of
vulcanized rubber and a layer of adhesive rubber, as set forth with reference to
Fig. 22 of the accompanying drawings.
39. As a new article of manufacture, the complete pneumatic tyre as hereinbefore
described and illustrated by Fig. 22 of the accompanying drawings.
40. As a new article of manufacture; a single tube pneumatic tyre compressed
throughout its entire substance on the tread side only, the compression being main-
tained by canvas buried in the wall; tas set forth with reference to Fig. 22 of the":
accompanying drawings:**
1
1. th
41. As a new article of manufacture, a single tube pneumatic tyre constructed
with variable compression on the tread side; as set forth with reference to Fig. 22
of the accompanying drawings.
:
42. As a new article of manufacture, a single tube pneumatic tyre with puncture
closing and healing wall on the tread side only, constructed with a layer of adhesive
rubber within the compressed wall, as set forth with. reference to Fig.22 of the
accompanying drawings..
:
ד.
43. As a new article of manufacture, an air-inflated or cushion tyre with puncture
closing and healing wall, formed of two or three layers of permanently compressed
rubber of varying extent of compression, the wall on the tread side being power-
fully compressed throughout its entire substance. and containing therein a layer of
adhesive rubber, as set forth witli reference to Fig. 23 of the accompanying
drawings.:
44. As a new article of manufacture, the improved air-inflated or cushion tyre,
as bereinbefore described and illustrated by Fig. 23 of the accompanying drawings.
45: In a pneumatic tyre, a canvas or other fabric band or envelope cut on the
cross, in combination with a wall of rubber wholly or partly permanently compressed
in a transverse direction, combined, arranged, and operating, as and for the purposes
hereinbefore set forth in Sections 6 and 7...
46. In an independent air-tube for a pneumatic tyre, a canvas or other fabric
band or covering cut on the cross, in combination with a wall of rubber wholly or
partly permanently compressed in a transverse direction, combined, arranged, and
operating, as and for the purposes herein before set forth in Sections 5 and 7.,
47. The improved method of and processes for mechanically compressing
vulcanized or partly vulcanized rubber. for use in pneumatic tyres, as set forth
herein before in Section 7:
or
48. The improved method of and processes for mechanically. compressing and
maintaining a transverse longitudinal compression in vulcanized rubber
for use in pneumatic tyres, as set forth hereinbefore in Section 7.
and
49. The appliance and its use for compressing rubber for use in pneumatic
tyres, as set forth in Section 7, with reference to" Figs. 24, 25, 26, 62, 68
and 69 of the accompanying drawings.
.
50: As a new article of manufacture, sheet rubber permanently compressed
laterally in either or both directions, for use in constructing pneumatic tubes or
tyres, as set forth hereinbefore in Section 7.
"

page_text: 51. As a new article of manufacture, rubber in straight or curved strips
permanently compressed, wholly or in part, in either or both directions, for use
in constructing pneumatic tyres or tubes, as set forth hereinbefore in Section 7.
52. As a new article of manufacture, straight rubber tubes closed in cross section
permanently compressed, wholly or in part, in both directions, for use in pneumatic
tyres, as set forth hereinbefore in Section 7.
53. As a new article of manufacture, ring-shaped tubes closed in the ring but
unclosed in cross section permanently compressed, wholly or in part, in both direc-
tions, for use in pneumatic tyres, as set forth hereinbefore in Section 7.
54. As a new article of manufacture, ring-shaped tubes closed in the ring and
closed in cross section permanently compressed, wholly or in part, in either or both
directions, for use in pneumatic tyres, as set forth herein before.in Section 7.
or
55. As a new article of manufacture, air tubes for pneumatic tyres, either single
or compound, permanently compressed with variable uniform compression,
wholly or in part, in both directions, as set forth hereinbefore in Section 7.
and
56. As a new article of manufacture, for use in pneumatic tyres, a compound
strip or tube formed of two layers or tubes of vulcanized rubber permanently com-
pressed, and interposed between them a layer or tube of adhesive rubber, as set
forth hereinbefore in Section 7.
57. In an independent air tube for a pneumatic tyre, in combination with a
vulcanized rubber wall permanently compressed (wholly or in part) so as to close
up punctured holes, a tube or layer of unvulcanized or partly vulcanized rubber in
an adhesive-state so arranged or attached that it will act under the stress of such
compression to automatically heal or cement up the said holes, as hereinbefore set
forth.
58. In a pneumatic tyre constructed with a permanently compressed wall (wholly
or in part), the combination in the compressed wall of layers or tubes of rubber in
different states of vulcanization and in different stages of compression so that the
compressive force acting in conjunction with the inherent adhesiveness of the
partially vulcanized rubber shall automatically heal or cement up punctured holes,
as hereinbefore set forth.
59. In a pneumatic tyre, the improved non-return and deflating valve with air-
tight cap, all arranged, combined, and operating as and for the purpose hereinbefore
described in Section 8, and illustrated by Figs. 28, 29, 30, and 31 of the accom-
panying drawings.
60. In combination with the valve of a pneumatic tyre, the deflating arrangement
or combination, consisting of the plunger & constructed with projection o and interior
angular air-bore ', the projection o engaging in a helical groove in the fixed
sleeve, all combined, arranged, and operating as and for the purpose herein before
set forth.
61. In a pneumatic air tube or tyre, an improved non-return valve formed by
puncturing the compressed wall of the tube or tyre so as to admit of the air being
injected through the said puncture, which owing to the lateral compression of the
particles of the rubber surrounding it, closes up immediately the rush of air is past,
as hereinbefore set forth.
62. In a pneumatic tyre having edges which overlap next the rim but do not
interlock, forming or moulding the common surfaces of the overlapping part of a
curved section and in direction inclined with respect to the inner or outer surface
of the tyre or to both, as described hereinbefore and illustrated in Figs. 9, 13, 44,
49, 50, 52, 54, and 57 of the accompanying drawings.
63. In pneumatic tyres formed with attached spaced fastenings for interlocking
(either mutually between the two sides, or between one or both sides and the rim
or a pad on the rim) which when the tyre is in position on the rim are firmly
engaged by the expansion and maintained in engagement by the internal air pressure,
the special form of fastening consisting of a cylindrical stud of metal or other hard

page_text: material, either parallel or coned, secured at intervals along the tyre, as herein-
before described and illustrated at s in Figs. 52, 53, and 54 of the accompanying
drawings.
Dated this 7th day of December 1892.