Improvements in and relating to Tyres.
Year: 1893

page_text: Date of Application, 7th Sept., 1893
Complete Specification Left, 16th May, 1894-Accepted, 21st July, 1894
PROVISIONAL SPECIFICATION.
Improvements in and relating to Tyres.
I, FREDERICK WILLIAM BROWN of City Chambers, Clifford Street, York, in
the County of York Architect do hereby declare the nature of this invention to be
as follows:-
The object of my invention is to produce a tyre for the wheels of cycles,
velocipedes, perambulators, omnibuses and other road vehicles, which shall lessen
the vibration caused by inequalities in the surface of roads and shall be more
durable than the pneumatic tyres used for such purposes.
My tyre would consist of two essential parts viz. an inner helical spring tube of
woven wire which would receive the shocks and lessen the vibration therefrom,
together with an outer casing for the same to protect it from injury and to form
on its lower side a bearing surface next the road.
The following description refers to the construction of a tyre of a size adaptable
for safety bicycles having two nearly equal wheels. Tyres for heavier vehicles
being similarly proportioned but of stronger materials.
The spring tube consists of wires revolving in easy helical curves in one direction
(which I shall hereafter refer to as the "bearing wires") braced by a number of
wires bent into a zigzag form so as to be compressible and interlaced with the
bearing wires and revolving round the tube in an opposite direction & strengthening
& keeping them in adjacent positions. These wires will be afterwards called
"braces."
To construct the braces I take a number of long wires of mild steel, about
No. 19 B.W.G. & bend them into a zigzag form as shewn at A, A, Fig. 2
throughout their entire length & having the short loops A. A. curved outwards.
Next I form two circular rings of strong steel wire, with the ends of the wires in
each ring temporally connected by a thin ferrule. The diameter of the larger
ring would equal the extreme diameter of the finished wire tube the smaller ring
being of such a diameter that when laid centrally within the other there would be
a space between them of about one & a half inches. These rings are connected by
steel clips at intervals & form a framework on which to construct the spring tube.
I now twist the braces round this frame keeping the short curved loops A. A.
outwards & where they pass over each of the rings press the bends adjoining
these loops together as at B (Fig. 2) so that the curvature of the braces is much
sharper at these parts & this gives the tube an oval or elongated shape in cross
section. Fig. 1 shews at D two braces revolving round the tyre at equal distances
apart & their ends would be joined temporally at the same part of the tyre. If more
strength were required more braces might be inserted between each of the two
shewn. In Fig. 1 the braces appear to cross at the points E. E. &c. I connect
them at these points by means of wire ties running through the tube, formed of
short strong pieces of wire bent round the braces at the ends into a loop as shewn
at F, F Fig. 3. The braces are now ready for the insertion of the bearing wires.
These should be of mild steel nearly as thick as the braces & they should make about
six revolutions in each time round the entire circuit of the frame as shewn in Fig. 1
at K, O, &c. The dotted lines in Fig. 1 divide the tyre into six imaginary parts.
count the number of loops in a sixth part of one of the braces as from K to O & each
of the other divisions having the same number of loops as K, O. I make one
division O. L. to have one loop less so that a bearing wire starting from O.& making
the circuit of the tyre & passing at equal intervals six times through these outer parts
of the brace as at K. O. L. &c. would not coincide with itself at O, but would pass
I

page_text: through one loop ahead of it as at M, and commence the next revolution. All the
other braces being exactly similar to this one, with each circuit of the bearing
wires, a fresh number of loops in each of them would be filled up & finally all
would be interwoven & the ends of the bearing wires would coincide & might be
welded together. The temporary joinings of the several braces should all occur at
one part & here for about six inches I omit to pass the wires through the loops
& utilize it for pulling then through the rest of the circuit, first pulling that one
next the supply reel of wire, then the next & each in succession until I obtain an
extra portion next the travelling end. The tyre might also be fixed on a frame
& the bearing wires each attached to a wood lever by means of rods, and the levers
being then pressed in succession would accelerate the passage of the wires through
the loops in the braces, all the wire being thoroughly lubricated.
When this is finished the ends of the braces may be unfastened and these parts
entwined through the bearing wires and their ends twisted together. The braces
might also have their curved loops A. A. inwards instead of outwards as shewn here
& the tube might also be constructed of a circular cross section instead of oval. The
tube would next be hardened & tempered, after which the steel rings would be
withdrawn by slipping off the ferrules & passing them through the tyre which
might be protected from rusting by galvanizing or other methods.
I next take a wire of mild steel & form it into a riband by twisting into a shape
as at Fig. 4 (having short portions P. P. in the middle for attachment) & of a length
equal to the circumference of the tyre.
It is then curved laterally (as shewn at R Fig. 5) sufficiently wide to pass
outside the rim of the wheel if compressed upwards, & hardened & tempered. I
take a strip of canvas of same length & nearly twice the width & lay it on the
convex side of the wire riband & fold the edges over the sides of it & sew or
cement them to the under side leaving the small pieces (P. P. Fig. 4) exposed.
A wide strip of canvas of sufficient length is then cemented or sewn along the
convex side of the riband and is curved round into the shape of the tyre & covered
with india-rubber as shewn in Fig. 5, viz. thinly on the upper parts, but thickly at
the bottom where it would come in contact with the road. This will form the
outer casing of the tyre.
The spring tube is then placed in position over the rim of an ordinary bicycle
wheel & is bound to the rim by twisting a wire round the braces on either
side as shewn in Fig. 2 at S & passing it over the rim U & from side to side all
along until it is securely fixed. The outer casing is then placed over the spring
tube, being secured along the centre by a wire twisted round the parts P. P.
and the wires of the tube adjoining along its entire length. The ends of the
wire riband are then entwined and those of the canvas overlapped and the rubber
cemented together, after which the upper edges of the casing are passed over
the top of the rim and lapped one over the other & cemented together as
shewn at T Fig. 5, holes being cut to pass the spokes through. Thus when the
tyre is compressed it would not spread laterally, but the casing would rise up above
the rim as shewn by the dotted lines in Fig. 5 at W. Fig. 3 shews a form of this
outer casing intended to lessen side-slip, the wearing surface of the rubber is
divided into two parts by a groove down the centre as at N.
In the accompanying drawings
Fig. 1 shews the tube in different stages of construction.
Fig. 2 is a larger sized elevation of part of the tube as attached to the rim U.
Fig. 3 is a cross section through the tyre & shews the cross ties F. F. & non-
slipping arrangement at N.
Fig. 4 is the wire riband which is inserted in the lower part of the casing to
stiffen it as at R. in Fig. 5 which also shews the arrangement of the canvas casing
& method of fastening to the tube & above the rim.
Dated this 6th day of September 1893.

page_text: Improvements in and relating to Tyres.
I, FREDERICK WILLIAM BROWN of City Chambers, Clifford Street York, in
the County of York Architect, do hereby declare the nature of this invention
and in what manner the same is to be performed, to be particularly described
and ascertained in and by the following statement :-
My invention relates to the production of spring tyres for the wheels of vehicles
for lessening the vibration caused by the roughness of the roads.
The tyre would consist of a steel wire coil of an oval or elongated cross section
and forming a continuous tyre to be secured on the wheel rim so as to have its
greatest sectional depth in the plane of the wheel. The coil is composed of looped
steel wire arranged around the tyre in one direction so
as to give a series of
arches springing from the rim and crossing over in a direction nearly lengthways
of the tyre. These looped wires will be afterwards referred to as the "braces."
Through the loops, wires are threaded so as to form a series of arches of plain wire
(afterwards referred to as the "bearing wires") each slightly in advance of the
other & nearly lengthways of the tyre but revolving round it in an opposite
direction to the braces aforesaid. The opposite sides of the tyre are connected at
intervals by wire ties running horizontally through the tyre (so as to prevent it
expanding horizontally when the bearing surface is compressed) and a number of
wires are twisted along the sides of the tyre so as to strengthen it longitudinaly & help
to keep the braces in position. The braces keep the bearing wires in their relative
positions along the crowns of the arches and thus give a flexible bearing surface,
while along the sides of the tyre they counteract the thrust of the arches and also
resist the compression of the bearing wires and thus in combination with them give
the strength of spring to the tyre.
The spring coil is protected by an outer canvas & rubber casing which also
encloses the rim and has a thicker surface of indiarubber next the road. This
casing is stiffened laterally by an arrangement of sustaining wires placed within it
and fastened to it and also to the spring coil. These keep the casing & coil in
shape along the bearing surface and enable the casing to extend upwards when the
tyre compressed. They are secured to the lower surface of the steel tyre so as
to distribute the pressure on to the sides of same, and present a flexible edge on
either side the tyre to which the casing can be secured or stretched around. These
edges are at such heights as may be required.
The steel tyre is secured to the rim in the case of velocipedes and vehicles
having similar wheels by winding a wire from side to side over the rim and engaging
with the adjacent loops of the tyre along each side.
The steel tyre is protected from rust by the process known as galvanizing.
The tyres constructed in accordance with my invention are most applicable to
the wheels of vehicles of the lighter kinds or wheels constructed on the suspension
principle, and of course the size or sectional depth of the tyre would vary in
proportion to the weight of the vehicle, from one inch in perambulators and the
like, to two inches in velocipedes, & bath chairs &c. and in the case of heavier
vehicles it might be three inches or more. The wire of which the tyres are con
structed throughout is the best quality of spring steel, bent into shape while in its
unhardened state and afterwards hardened.
By the term mild as previously used in the Provisional Specification I mean
simply steel in its unhardened state. The following description refers to the
construction of a tyre of a size suitable for safety bicycles and I will suppose the
diameter as being two feet four inches. The frame on which the spring coil is
constructed consists of two parts, viz. an outer ring of steel wire (a, Fig. 2) with
its ends temporally connected by a thin ferrule or sleeve slipped over both (as

page_text: at b,) and of about the same diameter as the finished tyre, and an inner hoop or
thin steel band about broad having its ends overlapped and secured by a
removable nut and screw passing through a slot in both (c, Fig. 2). The inner
steel hoop being placed centrally within the ring, there would be a space between
them all round of about 14 inches. A number of spring wire clips are constructed
as in Fig. 1 and d, Fig. 2. and being slid on to the ring as in Fig. 2, their jaws
would be sprung over the sides of the steel hoop so as to clasp it, and these being
arranged at suitable intervals round the frame it would then be complete. To
construct the braces I use an instrument as shewn in plan at Fig. 3, in cross section
at Fig. 4, and right hand side elevation at Fig. 5. It consists of an iron
plate 2x and of a suitable length, having a number of grooves cut in a slanting
direction across it at regular intervals of about centres apart. A number
of shaped spurs of steel e, e, "broad x" thick or thereabouts, with edges
rounded are arranged to slide half an inch in these grooves and are secured by top
plates & g. screwed down. This instrument being secured to the right hand edge
of a bench so that the L spurs project over. First sliding back all the spurs
except the first, I twist a wire around it as shewn in Fig. 3 and then pushing out
the next spur, twist it round that also, and so on along the series, when the brace
can be withdrawn and its last loop inserted over the first spur and another series of
loops wound &c., &c. The looped wires thus made are the braces, and viewed
sideways would consist of a succession of loops as in the lower part of Fig. 9.
Fig. 6 is a side elevation of the spring coil, shewing the arrangement of the braces,
each of the loops at the sides being shaped as shewn in Fig. 10 (to larger scale).
The loops should hold the bearing wires tightly at this angle when compressed
together and the length of the loops would consequently vary in proportion to the
thickness of the bearing wires and braces, thicker wires requiring longer loops. A
looped wire having the loops outwards is wound around the frame as in Fig. 6 so
as to form a succession of arches springing from inside the hoop, crossing over the
ring and meeting the hoop again on the opposite side, thus having the crowns of
arches on the outer side. These arches are shaped as in Fig. 9, the loops along
the crown being vertical, and twisted in a left hand direction as at k, k, Fig. 12.
Where the arches would pass next the rim the bend is formed as at 1, Fig. 9 by
bending two loops completely apart as also shewn in Fig. 8 which is a plan of 1,
Fig. 9. seen from above. These arches are shewn as continuous, but they might
also be constructed separately, having a portion of straight wire at each end, which
could be threaded through two loops in each arch and then bent on to the next
loop as in Fig. 7 which shews the same part as Fig. 8 so constructed. The arches
would each have the same number of loops, and the points of springing being
taken as 8 inches apart would give 9 equal arches in going round the frame, the
straight ends of the looped wires being connected as in Fig. 7. Next, about seven
more braces are arranged similarly round the frame giving a similar number of
arches between each of the two arches first constructed (Fig. 6) all the arches being
exactly similar and equal distances apart.
The bearing wires may now be inserted. These wind round the frame in arches
of same size as the looped ones (thus making 9 arches in going round the frame)
but revolve in a contrary direction, and pass through the loops of the braces.
The manner of threading through the loops will be better understood by
referring to Fig. 2 on drawing left with Provisional Specification where the
loops are made much larger in order to explain this construction. The whole
of the bearing wires may be in one continuous piece with one joining, but
as this requires a considerable length of wire it is simpler to join the ends
of each circuit as in Fig. 7. It will be found that the loops of braces bearing
on the rim being bent apart as in Fig. 8 gives facilities for threading the
successive arches from these points, and pulling through the slack wire; and the
ends are fastened by passing each of them through a loop and then twisting completely
around it as at m, Fig. 9. Having oiled the wire and threaded it once completely
'round the frame and finishing as at 1, Fig 9, the next would be threaded alongside

page_text: it, and so on till all were interwoven, and the wires could be either continuous
or complete in each circuit. Before this is completed the cross ties are inserted as in
Fig. 6, each brace being connected with one in advance of, and one behind it on
the other side, as from p to q, and q to n, by wires with looped ends engaging with
the loops in braces. Also the opposite sides as at r are connected by single
cross ties. The positions of these ties are shewn in Figs. 13 & 14 by the horizontal
lines through the tyre. The sides of the tyre are wound with two or more
strengthening wires as shewn at t and t¹ Fig. 6 connecting the loops and wound
around each as shewn at t2, Fig. 16, giving more rigidity under the thrust of
the arches. Along this part t¹ the bearing wires, after passing through the loops
may also be twisted around them in a similar mauner to that shewn at m, Fig. 9.
The spring clips may now be removed & the frame withdrawn by unfastening
the ends of the ring & hoop respectively & passing them through the tyre.
It is hardened by dipping it first into a bath of molten lead heated to the proper
temperature & then plunging into a tank of oil; or by other approved methods
adopted by the trade. Then after being cleansed in a solution of hydrochloric
acid & water it is galvanized or coated with a preservative metal preferably zinc,
the process being that generally adopted by the trade. The sustaining wires for
the outer canvas & rubber casing are shewn in plan developed at Fig. 15 the
lengths v to w being sufficient to reach beneath the tyre to the requisite height at
either side, and the edges u to wo are from one to one & a half inches each.
A thin piece of iron of convenient length having parallel edges and in cross
section bent as at Fig. 11, has a depression along the bottom y, & notches at
intervals along the top edges x, x2, but not opposite each other, and at a distance
apart to suit from u to w, Fig. 15, short pins being inserted in the notches &
projecting over the sides as at x1, x2, the wire is wound around two adjoining pins on
one side then passed beneath at y and bent around two pins at ³, then again
beneath & around one of the previous pins at r¹, & the next adjoining it, & so on
along the whole length, the parts 2, 5, being twisted each time with a tool having a
cleft point & a gimlet handle. The pins are then withdrawn & reinserted and
another length bent as before, and so on until there is sufficient to reach round
the tyre, viz. about 6 feet. It is then curved round and its ends entwined along
one upper edge so that the point v² would be on the point v & the edge v', v², be
coincident with the other. Next having been hardened & galvanized as before
it is firmly attached along the lower side of the tyre, by a thinner wire twisted
twice around each of the parts as at a', a', Fig. 15, and to loops of the braces next
adjoining along the centre of the tyre. Another method is to fasten them to the
braces between the loops in the first instance & then thread the bearing wires
through the loops so that at the lower side only some pass outside the sustaining
wires and more firmly secure them to the coil. This is shewn in section at Fig. 14.
The coil can now be placed in position on the wheel rim as at Fig. 13 and it is
fastened to it by twisting a thin wire around the loops of the braces slightly above
the edge of the rim as at n¹, n³, Fig. 6, and passing it from side to side over the
rim & twisting it around the loops on each side alternately (thus pulling them
tightly to the rim as shewn in Fig. 2 on the drawing to the Provisional Specification)
along its entire length and it may also be twisted around the spokes where
practicable. Fig. 13 shews a section of the tyre complete, the sustaining wires b¹,
being bent outwards at the top before hardening, this keeps the top edges (63, Fig. 6)
clear of the spring coil. A narrow strip of canvas c², Fig. 13, having been fastened
along the lower side of the tyre by twisting a fine wire around the bearing wires
near its edges & passing it from side to side outside the strip, the tyre is ready
for the outer casing. This is constructed in the usual way of two thicknesses of
canvas solutioned together and covered on the outer side with vulcanized rubber
as shewn in Fig. 13, viz. thickly on the lower part d² but thinly on the upper
part . The inner canvas reaches about halfway up the sides and has free upper
edges as at d. The outer canvas is sufficiently wide to entirely enclose the rim

page_text: This casing is placed over the spring tyre & fastened to the lower strip with
elastic glue, the ends of the canvas tube being joined in the usual manner by over-
Jupping &c. Then the free edges at d¹ are folded over the upper edges of the
sustaining wires (being cut at intervals to pass the upright wires) & they are stuck
down to the sides of casing with elastic glue or indiarubber solution. Fig. 14
shews the sustaining wires reaching to the height of the rim. In this case they
lie close to the rin, the upper edges are wrapped with yarn & the casing being one
thickness of canvas can be stretched around them or may be sewn to them. The
upper edges of the casing are overlapped above the rim (being cut to pass the
spokes & holed for same) the upper fold stuck to the lower with elastic glue or
solution, but not to the rim, thus leaving the casing free to extend upwards when
the tyre is compressed. In Fig. 14 the rubber is shewn moulded into two shoulders
at the lower side of the tyre. This is to give a firmer lateral grip of the road
& lessen sideslip. In estimating the number of loops in each arch of the braces,
I take a multiple of the number of arches which one arch of the bearing wires
would pass through; in this case it passes through sixteen & as there are twice
as many bearing wires as braces this would give thirty two loops in each arched
brace or approximately so.
The wire used in the tyre thus constructed might vary in thickness from
No. 14 B.W.G. to No. 18 B.W.G. according to the strength of spring required,
the weight of the vehicle, & the number of wheels to same. By making more
loops in each arch, more bearing wires might be used & greater strength obtained,
All the wires may be the same thickness, but if anything the braces
should be stronger than the rest, having to withstand greater strain. Tyres for
perambulators &c. would have the loops in braces in size & about centres
apart, the arches measuring about 4 inches between the points of springing & the
thickness of wires used being about No. 18 B.W.G.
& rice versa.
"
The tyre can also be constructed having the loops of braces towards the inside
as at t³ Fig. 16 or it might have a number of loops inwards & the others outwards,
or other arrangements might be suggested, but the other details would be
substantially the same.
When the tyre is compressed at any part the pressure on the bearing surface is
communicated by the sustaining wires (& partly by the braces,) to the sides of the
tyre & tends to bend the bearing wires together at these parts, & being resisted
by the loops the main strength of the spring is thus obtained; & the opposite sides
being held by cross ties & the casing supported by sustaining wires the lateral
spread of the tyre is small, the upper part of casing rising above the rim, the
width exposed to friction on the road remains about the same, the advantages of
which are obvious.
I reserve the right to apply this invention to the wheels of heavier vehicles
than here described, & I wish it to be understood that I do not confine myself
precisely to the various details as shewn or described, as the same may be varied
without departing from the peculiar character of the invention.
I may add that in tyres of larger or smaller diameters than here described the
arches would be approximately the same curvature as those shewn here. The rim
I use is of an angular section as shewn in Fig. 13, the wires being bent to fit into
these angles & they may also have shoulders bent to fit on the edges of the rim
as shewn in Fig. 13.
Having now particularly described and ascertained the nature of my said
invention and in what manner the same is to be performed, I declare that I do
not claim for the non-slipping arrangements of the rubber surface but what I
claim is :-
(1) The construction of a spring tyre having steel wire arranged to present a
series of nearly longitudinal arches, each slightly in advance of the other combined
with a series of looped arches crossing in another direction, and ties connecting

page_text: opposite sides. cross wires at the outer bearing surface & means of bearing on the
rim & methods of attachment thereto & other details substantially as and for-
purposes berein set forth and illustrated on the drawings.
(2) A wire or wires arranged to present a series of nearly longitudinal arches.
springing from the rim combined with looped arches crossing in another direction
and connected with each other along the sides & details connected therewith,.
substantially as and for purposes herein set forth.
(3) An arrangement of bearing wires & braces combined with ties through
the tyre connecting opposite sides of same, substantially as herein set forth.
(4) In spring wire tyres the application of cross wires at the outer bearing
surface for distributing the pressure, & details in connection therewith substantially
as herein set forth & shewn on the drawings.
(5) The application to steel spring tyres such as before described, of a
preservative metal coating by the processes known as galvanizing.
(6) In tyres, an outer casing encircling the rim but attached only to the lower
side of tyre, combined with sustaining wires & having means of attachment to same
& details in connection therewith, as herein set forth.
(7) In the outer casings of tyres the application of an arrangement of wire-
secured to the underside of tyre, having ascending wires at intervals at each side
supporting sustaining edges or surface with means of contact with & attachment to.
casing substantially as and for purposes herein set forth.
(8) The combination of a steel spring tyre which does not expand laterally
when compressed, with an outer casing supported by an arrangement of sustaining
wires substantially as and for purposes herein set forth.
(9) In the construction of spring wire tyres, the use or application of a frame
composed of rings or hoops kept equidistant by spring clips, the whole afterwards.
removeable by slipping through the tyre substantially as and for purposes herein
set forth.
Dated this 15th day of May 1001