Improvements in Pneumatic Tyres for Wheels, and in Appliances and Processes for Making the same.
Year: 1891

page_text: Date of Application, 4th Sept., 1891
Complete Specification Left, 4th July, 1892-Accepted, 3rd Sept., 1892
PROVISIONAL SPECIFICATION.
Improvements in Pneumatic Tyres for Wheels, and in Appliances and
Processes for Making the same.
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 to flexible and elastic tubular tyres for holding compressed air whether
such tyres consist only of a single tube made air tight or of an outer tubular
casing constructed to hold a separate interior air bladder tube. These improve-
ments may be classed under the following heads :-
1. The composition and construction of tubular tyres.
2. Processes and appliances for making and joining tubular tyres endless.
3. Appliances and processes for wrapping tubular tyres for the purpose of vulca-
nizing them.
4. Methods of and means for securing tubular tyres to the rims or felloes.
5. Means for affording access to an interior tubular bladder.
1. The first head relates to a tubular tyre forming an outer casing for one or
more interior air bladder tubes. In order to obtain lightness with strength and
economy of labour 1 construct this tyre of a band of stout canvas or linen drill,
of one or more ply, made waterproof by a coating of rubber or other waterproof
material. Preferably the canvas is cut on the bias or cross and is permeated
with rubber, the outsides being finished off smoothly so that no canvas is visible,
the walls of the tyre being scarcely thicker than they would be if made of the
canvas alone. In order to obtain this result the rubber paste or dough is forced
into and upon the canvas by the friction of heated cylinders between two of which
it passes. These cylinders revolve under pressure at different rates of speed and
thoroughly amalgamate the rubber and canvas together. In some cases the
canvas so treated is vulcanized in the piece and the tubular tyre is afterwards
constructed out of strips cut from it. When a single ply is used, the strip is
wrapped round a straight mandrel (a straight cylindrical metal bar), one edge of
the strip being lapped over the other edge and cemented down with rubber solution.
When taken off the mandrel a short longitudinal slit is made at the ends, the
ends are brought together and united by a strip of canvas solutioned in the
interior over the join. The short longitudinal slit is left open to allow of the
insertion of the interior bladder tube. When two ply is used, two thicknesses
are solutioned together with the opposite edges and ends of each projecting in
single ply, so that when solutioned together to form the endless tube the longi-
tudinal and cross joins will both break joints and the walls will be of equal
thickness throughout. The cross join is made by solutioning the single ply ends
and passing one in the other and pressing them smoothly together. In other
cases the tubular tyre is constructed in the same way of unvulcanized canvas and
rubber, and after shaping the strip or strips on the mandrel as before described,
the whole is wrapped in cloth and vulcanized, the ends being joined together
afterwards by rubber solution as just previously described. When the interior

page_text: air bladder tube is inflated the outer canvas rubber tyre assumes the rounded form
of a moulded rubber tyre.
2. The second head relates to processes for making and joining endless tubular
tyres whether of canvas-rubber as just described or the usual rubber tubular tyres
strengthened by an insertion or a lining of canvas.
For this purpose I use an
annular shaped mandrel having a short section loose, such section being held in
place temporarily by studs or any other convenient means, and capable of being
pushed out of the ring when required. In forming a tyre on this mandrel out of
a single ply canvas-rubber strip, a short strip of canvas-rubber, unvulcanized,
coated with a mixture of solution and chalk on the side which will be put next
the mandrel, is placed round the mandrel on one side of and clear of the loose
segment. This piece is to form the strengthening piece under the join of the tube.
One end of the long strip is placed round the mandrel and solutioned to the half
of the strengthening strip, it is then passed round the mandrel so as to be stretched
on the outside curve and lie evenly on the inside, over which the edges are lapped.
until the other half of the strengthening strip is reached, when the ends are brought
together. In the case of the two ply canvas a similar method of procedure
followed but without using the strengthening piece, as the single ply edges and
ends are overlapped as described in the case of the straight mandrel in par. 1.
When these canvas-rubber tubular tyres are each intended to form an airtight
compartment without a separate interior bladder tube, a strip of unvulcanized sheet
rubber is first wrapped round the mandrel and formed into an endless tube by
overlapping the longitudinal and cross joins. The canvas-rubber strip is then
solutioned to and over it and formed as previously described. In making the
ordinary hollow rubber tyres with an insertion or a lining of canvas a similar
method of building up on the ring shaped mandrel is adopted, but the outer
rubber covering may consist of two strips, a thin one for the inner curve and a strip
crescent-shaped in cross section for the outer curve, the latter strip overlapping the
former on both sides. In all cases the endless tube, with the mandrel inside, is
vulcanized after first wrapping them in cloth which may be wound spirally round,
or placing them in the usual ring-shaped mould. After vulcanizing, a longi-
tudinal slit is cut in the tube over one end of the loose seginent, either at the
inner curve or on one side. One end of the loose segment is pushed through
this slit and so withdrawn. The slit is then passed over one end of the remaining
portion of the mandrel and the tube drawn round until it is free. When the
tube is required to form the air compartment of itself this slit is afterwards closed
up air-tight. In order to do this effectively it is necessary to exclude all possibility
of access of the compressed air to the edges of the canvas insertion at the slit.
To effect this, when the tube is being built up and the position of the slit is
determined, a narrow strip somewhat larger than the intended slit is cut out of
the overlying canvas-rubber tube, or canvas insertion, as the case may be and the
space filled up with a strip of thin sheet rubber, so that after vulcanizing the slit
will be cut through rubber only. Before closing the slit the inlet pipe with
valve is inserted through the wall of the tube a short distance from one end.
The slit is made up by solutioning a strip of thin sheet vulcanized rubber over
it in the interior of the tube. This is effected by passing a patch through the slit
and placing it flat on the bottom of the inside of the tube, the edges and under
part of the slit are coated with rubber solution and when nearly dry the slit is
pressed smoothly down upon the patch. A strengthening strip of canvas is solutioned
over the slit on the outside.
3. The third head relates to improved appliances and processes for wrapping
tubular tyres on mandrels for the purpose of vulcanizing, and has for its object
economy of labour and the prevention of the twisting of the tube on the mandrel
which results from the usual method of wrapping by rolling.
Firstly, with respect to the straight mandrel and tube upon it:-A strip of the
usual fine cotton wrapping cloth, and a strip of equal size of stout canvas are each
separately damped and stretched and, when dry, stuck together which may be done

page_text: by means of rubber. One edge of the two ply band is passed over a flat metal
bar and secured on the reverse side preferably by a thin metal bar roughed next
the cloth and rivetted through the band to the other bar. The other edge is
secured in a similar manner to two other bars, but they may preferably be screwed
together so that the width of the band may be varied. The width of the band
free of the bars is sufficient when tightly stretched to surround the tube and
mandrel. It is applied as follows:-One pair of bars holding one edge of the band
is secured to a raised ledge or similar arrangement. The ends of the mandrel are
supported on holders so as to bring the centre line of one side opposite and close to
the flat part of the band. The other pair of bars holding the opposite edge of the
band are pulled forcibly, so as to strain the band under and over the mandrel, the
bars being then brought over each other and screwed down together, with two
thicknesses of the band between. In order to prevent the junction line shewing on
the tube, the latter may have a strip of the fine cloth placed along it at this part
before wrapping. An alternate arrangement is the construction and use in a
similar manner of two bands, with similar straight metal bars at the edges, the free
part of each band being of a width sufficient to tightly cover one half of the
circumference, in cross section, of the tube and mandrel. In applying this form,
the metal sides of one band are supported on both sides of the band and firmly
secured on ledges, or their equivalents, the half band hanging in a semicircle, (in
cross section) between. The tube with mandrel is placed in it, the other half band
being placed over the top. The two opposite sets of bars are partially screwed
together, the bars at one side of the lower half bar are loosened from the fastenings
which secure it to the ledge and the bars screwed together, until the tube with the
mandrel inside is tightly bound.
Secondly, with respect to the ring-shaped mandrel and tube upon it :-In
this case two sets of band and bars are used. The band is prepared as previously
described but the strips forming it are cut on the bias or cross and, after being
stuck together by a thin sheet of rubber, are each secured as previously described
to two pairs of metal bars which are however semicircular in shape. The band
is then strained over a wooden core, preferably made of arbor vitæ, by screwing
the bars together and tacking the cross edges of the band to the core. It is then
vulcanized in this position, which gives it the shape permanently. The fine cloth
is cut to project beyond the end of the canvas at the cross edges of one of the
semicircular bands, so as to pass under the edge of the other band when in position
and prevent the join shewing on the tube. The bands are placed separately
under and over the tube and mandrel and strained over it by screwing the two pair
of bars of each set firmly together. An alternative arrangement is the construction
and use in a similar manner of two bands with similar metal bars at the edges, but
the bars are constructed ring-shaped, one set fitting in the inner circumference of
the tube and the other in the outer. The bands are cut from the fine cloth and
stout canvas also in ring-shape, that is, the bands are cut each in one piece from
the fabric between two outlines formed by concentric circles, the free part of each
band when fixed to the bars being of a width sufficient to tightly cover one half of
the circumference, in cross section, of the tube and mandrel. The half bands are
applied in a similar manner to that hereinbefore described for the corresponding
form when applied to straight tubes. Instead of being made semicircular in outline,
the bands and bars may be increased in number and three or more may be shaped
in segments to cover collectively the tube and mandrel.
4. The fourth head relates to improved methods and means for securing tubular
tyres to the rims or felloes of the wheel.
It is
These refer more particularly to tubular tyres adapted to hold an interior air
bladder tube, and set in shallow and comparatively narrow rims, which alone allow
such tyres free play. When inflated, these tyres tightly clasp the rim.
intended also to cement them together in order to prevent the chafing of the tyre
by the rim, but some additional lateral support is necessary to resist side strains
and wrenches which would otherwise separate them. This I obtain by spaced

page_text: fastenings fixed upon or through the walls of the tyre, arranged in opposite pairs
and preferably about 5 or 6 inches apart in the rows. These consist of
(a) Eyelets or eyelet hooks inserted through the wall of the tyre, for the
purpose of lacing, tying, or wiring together over the rim or for lacing, tying,
or wiring to the edges of the rim by means of holes through the latter."
(6) Metal bars, or rings eyeletted through, sewn or otherwise attached to the
wall of the tyre for tying or wiring together over the rim, or for tying or
wiring through holes in the rim.
(c) Metal hooks, loops, or rings eyeletted through, sewn or otherwise attached
to the wall of the tyre for hooking over studs or projecting edges or into
holes or recesses in the rim.
These fastenings are either single in the rows or grouped two or more together
and are attached to the strip before it is joined into a tube. The wall is
strengthened around the fastenings, in the case of rubber tyres, by pieces of canvas
vulcanized on the outer surface, and in the case of the canvas-rubber tube by a
strip of canvas placed inside or between the two plys. In order to protect the
interior tubular bladder, the stitches and eyelets at the back are covered by patches
of canvas solutioned over them, in the case of eyelets these patches are solutioned
at the edges only so that when the tube is complete the laces or ties may be passed
through the eyelets by means of a bent needle or wire.
5. The fifth head relates to means for affording access to the interior tubular
bladder and refers more particularly to the canvas-rubber tubes described herein-
before under the first head. Near the cross join of the tube a longitudinal slit, is
cut on each side, through a single ply at the overlap and through both ply for a
short distance beyond. This forms a flap on the outer curve and is prevented by
the usual means from being vulcanized to the other ply which is in part underneath
it. A canvas lap is solutioned to the inside of one edge of the slit to protect the
inner tube. Eyelet holes are made through the double ply edges and the slit in
this part is laced up. The remainder of the flap consists of single ply and is
solutioned down to the ply underneath. In case of such a puncture of the inner
tube as allows escape of the compressed air, the flap is unsealed, unlaced and turned
back, opening a square hole in the outer curve of the tyre and the inner tube is
either withdrawn altogether or turned round until the puncture is reached and
repaired, when it is turned back again into position and the flap closed as before
described.
Dated this Third day of Contauban 1001
COMPLETE SPECIFICATION.
Improvements in Pneumatic Tyres for Wheels, and in Appliances
and Processes for Making the same.
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 to flexible and elastic tubular tyres for holding compressed air
whether such tyres consist only of a single tube made airtight or of an outer
tubular casing constructed to hold a separate interior air bladder tube.
These improvements may be classed under the following heads :-
1. The composition and construction of tubular tyres.
2. Processes and appliances for making and joining tubular tyres endless.
3. Appliances and processes for wrapping tubular tyres for the purpose of
vulcanizing them.
4. Methods of and means for securing tubular tyres to the rims or felloes.
5. Means for affording access to an interior tubular bladder.

page_text: By tubular tyres I mean hollow tyres moulded or snaped so as to assume a
circular, or an approximately circular, form in cross section in contradistinction
to the kind formed of a flat band curled into shape by the restraint of the flanges
of a deep metal rim and which resumes a flat shape when released therefrom.
These tubular tyres are in some cases closed and sealed in cross section forming
what is known as a single tube tyre. In others the tyre is closed and sealed
in cross section for the main part of its length and a slit or slits provided for
the insertion and withdrawal of a separate inner air bladder or tube, such as
those having separate capped ends. Or it may be moulded and vulcanized as a
closed scaled tube in cross section and then cut, slit, or grooved continuously
round the inner curve of the ring next the rim, as described and claimed in my
Patent No. 608 of 1884. This is to afford convenient access to the interior, and
is suitable for a separate inner air tube which has the ends joined together. Some
of the methods of construction to be more fully explained allow of this object
being obtained in an improved manner, viz., by overlapping the edges of the
rubber and fabric band on the inner curve of the ring when moulding the tube
and giving it a permanent tubular form by vulcanization without sealing the tube
at the overlap.
On Sheet 1 of the drawings hereunto annexed and forming part of this
Specification, Figs. 1, 2, 3, 4, 5, 6, 7, 8, and 13 illustrate in transverse section,
mostly on forming mandrels, different forms of construction of my improved tyre
in accordance with this invention, under the first and second heads."
Figs. 9, 10, 11, 12, 14, 15, and 16 illustrate a form of tyre, composed of rubber
and fabric, the wall of the tyre round the sides and outer curve appearing to
be split or divided, being at that part left unsealed during construction, au
arrangement which is made possible with the processes and appliances described
under the second head.
The drawings on Sheets 2 and 3 illustrate the processes and appliances under
the second head.
On Sheet 2, Fig. 17 shews an elevation of my improved ring-shaped mandrel
with loose segment, Fig. 18 is a transverse section of one variety of the same, and
Fig. 19 shews the smaller or loose segment moved out of the ring.
Fig. 20 illustrates, in broken elevation, the same mandrel with the join between
the segments in a different position, and Fig. 21 shews the segment out of the
ring.
Fig. 22 is an end elevation of one of the mandrel ends, i.e., one end of the larger
segment; Fig. 23 is an elevation of one of the ends of the smaller segment; and
Fig. 24 is a longitudinal section, on an enlarged scale, of part of the mandrel
through the join.
Fig. 25 illustrates in elevation another variety in which the two segments are
of equal size, and Figs. 26 and 27 illustrate respectively, on an enlarged scale,
longitudinal sections through the upper and lower join of the mandrel shewn in
Fig. 25.
On Sheet 3, Fig. 28 is an elevation of the ring-shaped mandrel having a loose
segment, with the first layer of proofed canvas in process of being formed
upon it.
Fig. 29 is a broken elevation of the same, the canvas tube being shewn completely
formed, and closed in cross section, upon the mandrel.
Fig. 30, also in elevation, illustrates the same with a canvas and rubber tyrė
vulcanized upon it, and shews the loose segment being withdrawn through a slit in
the tyre.
:
Fig. 31 is a broken elevation of the same illustrating the next step; viz., the
withdrawal of the tyre from the mandrel.
On Sheet 4, Figs. 32 and 34 illustrate in transverse section and partly in broken
elevation the appliances and processes under the third head.
Fig. 32 shews a flexible wrapping for the tyre and mandrel for vulcanization.
Fig. 34 shews another variety of the same.

page_text: Fig. 33 shews an improved inflexible cover or mould for the same purpose, but
preferably for use for vulcanizing the tyre alone without the mandrel.
Sheets 5 and 6 illustrate the methods of, and means for, securing such tyres to
the metal rim according to this invention, under the fourth head.
On Sheet 5, Figs. 35 to 42 illustrate in transverse section the tyre seated within
the rim, and secured therein, either wholly or partly by spaced fastenings.
Figs. 43 to 49 illustrate details of the fastenings.
On Sheet 6, Figs. 51 to 59, 61 and 63 illustrate, in transverse section and partly
in broken perspective, the tyre seated within the rim, shewing alternative
varieties of spaced fastenings; and Figs. 50, 60, and 62 shew details of such
spaced fastenings.
Sheets 7 and 8 illustrate the device, in alternative forms, according to this
invention under the fifth head, for obtaining access to the interior tube, when the
tyre is mainly a closed tube in cross section.
Fig. 64 and Figs. 68 to 71 illustrate transverse sections partly shewn in
broken side view in perspective. Figs. 65, 66, and 67 are transverse sections of a
similar arrangement.
The construction of tyre represented on Sheet 1 by Figs. 9, 10, 11, 12, 14, 15,
and 16, and again shewn on Sheet 6 in Figs. 51, 53, 57, and 58, also the mould
represented by Fig. 33 on Sheet 4-I do not claim in this Specification as they
form the subject of a subsequent application.
The same letters refer to the same parts throughout. The transverse sections of
the metallic rim of the wheel, and of other metal parts, are shewn in solid black.
The wheel rim is indicated at r; t is the tyre or outer casing, b is the interior air
tube or bladder, c indicates canvas, and M the forming mandrel.
1. The first head relates to a tubular tyre, adapted to be seated within the rim,
forming an outer casing for one or more interior air bladder tubes. In order to
obtain lightness with strength, and economy of labour and material, I construct
this tyre of a band of stout canvas, linen drill, duck or other suitable fabric of one
or more ply made waterproof by rubber or other waterproofing material.
Preferably the canvas (by which term I intend to include all suitable fabrics) is
cut on the bias or cross and is permeated with rubber, the outside being finished
off smoothly so that no canvas is visible, the walls of the tyre being scarcely
thicker than they would be if made of the canvas alone. This result may be
approximately obtained, and in outward appearance it may be exactly obtained,
by knowu methods by spreading or by frictioning the canvas with rubber by
means of cylinders and then overlaying it with very thin sheet rubber, but the
fabric and rubber are not then incorporated together in one homogeneous body
but are merely attached together, more or less securely, side by side. In this
condition they are very liable to be torn asunder, the canvas is permeable through
punctures to air and water, and the moisture so introduced eventually rots it.
In experimenting with a view to remedy this I have discovered a new method
of treating fabrics with rubber by which the air is automatically expelled from
between the fibres of the fabric and its place occupied by rubber. This I have
patented upon Application No. 18851, dated 31st October 1891.
This compound of fabric and rubber I have designated "rubbric" and prefer to
use it for the construction of the tyres described under the first and second heads.
The interior air tube or bladder may also be made of it. In the form of
"rubbric" the resistance of the canvas to rupture is greatly increased, at the
same time the flexibility is retained intact, and extreme lightness is obtained
as the material is moisture and air proof in its substance and fibre and does
not therefore require to be thickly overlaid with rubber.
In some cases the canvas-rubber treated or combined as herein before described
is vulcanized in the piece and the tubular tyre is afterwards constructed out of
strips cut from it. See Fig. 1. When a single ply is used, the strip c¹ c is
wrapped round a straight mandrel M, one edge c² being lapped over the other edge
and cemented down with rubber solution thus forming a tube closed and sealed in

page_text: cross section. When taken off the mandrel a short longitudinal slit is made at the
ends, the ends are brought together and united by a strip of canvas solutioned in
the interior over the join. The short longitudinal slit is left open to allow of the
insertion of the interior air tube. When two plies are used, see Fig. 2, two
thicknesses or strips c¹, c² and c³, c² are solutioned together the opposite edges and
ends and c projecting in single ply so that when solutioned together, to form the
closed and endless tube, the longitudinal and cross joins will both break joints and
the walls will be of equal thickness throughout. These strips are shewn formed
into a closed tube, in the manner described, in Fig. 3. The cross join is made by
solutioning the single ply ends and passing one within the other and pressing them
smoothly together.
In other cases the tubular tyre is constructed in the same way of unvulcanized
canvas-rubber and after shaping the strip or strips on the mandrel as before
described, the whole is wrapped in cloth and vulcanized, the vulcanization giving a
permanent tubular shape without the necessity of the edges being solutioned
together at the overlap as in the case of the canvas-rubber strip or strips when
vulcanized flat in the piece. These tubes are shewn in Figs. 1 and 6. In Fig. 1
the overlap is unsealed and unjoined from c¹ to c² and in Fig. 6 from u to u². In
Fig. 6 and in the other figs. on Sheet 1, with the exception of Figs. 1 and 2,
the dotted lines in all cases indicate the junction line of two strips when they are
solutioned or solutioned and vulcanized together, and the solid lines indicate where
the two strips or layers are unjoined and simply lie close together. The ends of
these tyres when formed upon a straight mandrel are joined together afterwards by
rubber solution as just previously herein described. When the interior air tube is
inflated, the outer canvas-rubber tyre, as described, assumes the rounded ring-shaped
form of a moulded rubber tyre.
Before vulcanizing the tyres last described, and illustrated by Figs. 1 and 6, a
small portion of the overlap is stuck or "tacked" together so as to make the
tube firm and secure on the mandrel for the purpose of wrapping, and after
vulcanization this "tacked" part is peeled asunder.
When the tyre is however formed of unvulcanized strips I prefer to shape it upon
a ring-shaped mandrel into a closed tube and endless ring, which may afterwards
be slit or cut through the wall, or partially peeled apart, as just described, at the
overlap where such exists, and so removed from the mandrel after vulcanization.
But when it is required while in use as a tyre on the rim to be a closed tube or
mainly a closed tube in cross section as well as a closed and complete ring, with the
longitudinal overlaps and joins and the cross joins and overlaps sealed and
vulcanized solidly with the rest of the wall I use the processes and appliances,
under the second head, as described in paragraph 2 next following.
2. The second head relates to processes for making, and joining endless, tubular
tyres, sealed or unsealed in cross section, whether of canvas-rubber as just described
or the usual rubber tubular tyres strengthened by an insertion or a lining of canvas.
For this purpose I use an annular-shaped mandrel, having a short section loose,
such section being held in place temporarily by studs or any other convenient
means, and capable of being pushed out of the ring when so required. The mandrel
is made preferably from steel or other metal tubing of a cross section as shewn in
Fig. 18. The length of tubing is rolled into an annular shape between cylinders or
rolls, the edges cut off, and a smaller piece of tubing rolled to the same curvature is
fitted to it, the two together forming a complete ring as shewn in Fig. 17, of which
S is the smaller or loose segment, the joins being shewn at A and B. Fig. 19
shews the loose segment S removed from the ring. The angle of the joins as
shewn in the figure is adapted for withdrawing the loose segment radially inwards.
They may similarly be placed so as to admit of its being withdrawn sideways.
Figs. 20 and 21 shew the angle of the joins adapted for withdrawing the loose
segment radially outwards. The join shewn in detail by Figs. 22, 23, and 24 is the
simplest and best I have found for the purpose. A slight projection 1, 2, 3, see

page_text: .
•
.
Fig. 22, is formed on the side towards the inner curve of the ring by shaping it in
the thickness of the metal tube, at the edges of the larger segment M. A corre-
sponding recess 1 a, 2a, 3a, is formed in each end of the smaller segment S, see
Fig. 23. Both projection and recess are shewn, engaged together, in Fig. 24.
The smaller segment is made slightly longer than the space left for it in the ring so
that the larger segment requires very slightly springing open in order to fit it in
place. This arrangement in connection with the projections and recesses holds the
segments together with perfect security and yet allows them to be immediately
pushed apart when required. Fig. 25 represents such a mandrel consisting of two
.equal segments. In this form I prefer to make the joins of a curved conical form
so that it can be readily opened at one end B1, B2, while the other end A', A² holds
together as shewn by the dotted lines in Fig. 25. Fig. 26 illustrates the join
at A1 A2, and Fig. 27 that at B' B². The join A¹ A² may alternatively consist of
a hinge or of a ball and socket joint or other similar device.
In forming a tyre on this mandril out of a single ply unvulcanized canvas-rubber
strip, a short strip of canvas-rubber, coated with a mixture of rubber solution
and chalk on the side which will be put next the mandrel, is placed round the
mandrel on one side of and clear of the loose segment. This piece is to form the
strengthening piece under the cross join of the tube. One end of the long strip is
placed round the mandrel and solutioned to the half of the strengthening strip, it is
then passed round the mandrel so as to be stretched on the outside curve and lie
evenly on the inside over which the edges are lapped but not sealed until the other
half of the strengthening strip is reached, when the ends are solutioned together.
In the case of the two plies of canvas-rubber a similar method of procedure is
followed but without using the strengthening piece as the single ply edges and ends
are overlapped as described in the case of the straight mandrel in paragraph 1. The
processes of forming a crescent-shaped closed tube rubber tyre with canvas lining
upon my ring-shaped mandrel with loose segment, and of withdrawing it therefrom
after vulcanization are illustrated on Sheet 3.
"
In Fig. 28 C is a strip of canvas, cut on the bias or cross and rubber proofed.
M is the mandrel having the loose segment S. The strip is placed. on a bench or
other flat surface. One end is passed round the mandrel and the edges secured
together over it as shewn at 1. The mandrel is then rolled along the strip C, the
latter being held securely to the bench while the mandrel M is strained backwards
while being rolled forwards so as to stretch the canvas round the outer surface of
the ring. The surface of the canvas strip outward from the tube is adhesive or
tacky" owing to the native rubber with which it is overlaid. At intervals, as the
rolling proceeds, one extreme edge of the outer surface is brought into contact with
the inner surface of the other side over the mandrel, when they adhere fast
together. These places are shewn at 2, 3, and 4. The strip C is sufficiently long
to reach all round and to overlap the end shewn at 1 and form the cross join as
shewn at O, Fig. 29. The remainder of the puckered edges between the numerals
are then "tacked" together all round, the small puckers being compressed flat
by pressure of the fingers. The other edge is then pressed down and secured in the
same way. Fig. 29 illustrates the result, the canvas being shaped perfectly
smooth and lying flat to the surface of the mandrel, the edge of the longitudinal
overlap being shewn at c². One or more additional plies or strips may be placed
over it in the same way. This forms the restraining envelope of the tyre and
owing partly to the warp and weft threads being on the bias or cross and partly to
the canvas being stretched on the outer curve and compressed on the inner in the
process of construction just described, this envelope when inflated in the usual way
round a metal rim contracts upon it with very great force. This envelope may be
covered by a strip of rubber thicker towards the tread side. It is then wrapped in
cloth and vulcanized with the mandrel inside. After vulcanizing, a short longi-
tudinal slit is cut in the tube over one end of the loose segment, either at the inner
curve or on one side, see Fig. 30. One end B of the loose segment S is pushed

page_text: through this slit and so withdrawn. The slit is then passed over one end of the
remaining portion of the mandrel and the tube drawn round until it is free, as
illustrated by Fig. 31.
When such canvas-rubber tubular tyre is intended to form an airtight compart-
ment of itself, without a separate interior bladder tube, a strip of unvulcanized
sheet rubber is first wrapped round the mandrel and formed into an endless tube by
overlapping and sealing the longitudinal and cross joins. The canvas-rubber strip
is then solutioned to and over it and formed as previously described. When
"rubbric" is used the inner tube is however unnecessary. In the case now being
described it is necessary that the slit through which the mandrel has been withdrawn
should be closed up airtight. This can easily be effected when "rubbric" is used
for construction by simply solutioning and overlaying. In order to do this
effectually when canvas-rubber is used in layers in the usual way, it is necessary to
prevent access of the compressed air to the edges of the canvas insertion at the slit.
To effect this, when the tube is being built up and the position of the slit is
determined, a narrow strip somewhat longer than the intended slit is cut out of the
overlying canvas-rubber tube, or canvas insertion as the case may be, and the space
filled up with a strip of rubber, so that, after vulcanizing, the slit will be cut through
rubber only. The slit is made up by solutioning a strip of thin sheet vulcanized
rubber over it in the interior of the tube. This is effected by passing a patch
through the slit and placing it flat on the bottom of the inside of the tube, the edges
and under part of the slit are coated with rubber solution, and when nearly dry, the
slit is pressed smoothly down upon the patch. A strengthening strip of canvas is
solutioned over the slit on the outside. When a very smooth finish is required to
the outer surface of the tyre it may be removed from the mandrel, in the manner
already described, before vulcanization, and may be vulcanized within a ring shaped
mould by filling the tube with live steam in the usual way. In this case the
forming mandrel may be made of hard wood.
In making the ordinary hollow rubber tyres, with an insertion or a lining of
canvas, a similar method of building up on the ring shaped mandrel is adopted, but
the outer rubber covering may consist of two strips, a thin one for the inner curve
in cross section, and a strip crescent shaped in cross section for the outer curve, the
latter strip overlapping the former on both sides.
Figs. 4, 5, 35, 36, 52, 54, and 63 represent tyres formed and vulcanized as
closed sealed tubes, which are afterwards cut continuously round the inner curve
of the ring, and so removed from the mandrel. The cuts are shewn in the centre,
next the rim, at V. Figs. 13, 42, 55, and 56 illustrate similar tyres with the cut
on one side under the rim.
Figs. 6, and 61 represent tyres the edges of which overlap on the inner curve
and are unjoined or unsealed together, the division being indicated by the line
between and u². Figs. 7, 8, 41, and 59 represent similar tyres but with the
overlapped unjoined edges lying towards one side of the rim.
Fig. 39 illustrates a tyre slit or cut along the centre of the inner curve of the
ring, but opened out on the rim, with a cork or other pad interposed under the rim
between the two edges.
With those tyres which are slit or unsealed in cross section I use the usual
restraining envelope of fabric placed either between the inner and outer tubes or as
an insertion in the wall of the former. This restraining envelope is formed of
fabric cut on the bias or cross as set forth in my Specification No. 3178 of 1891,
and when inflated contracts powerfully upon the inner curve of the outer casing and
upon the rim.
3. The third head relates to improved appliances and processes for wrapping
tubular tyres formed on ring-shaped mandrels for the purpose of vulcanization, and
has for its object economy of labour and greater efficiency in operation.
Owing to the method of forming the ring-shaped mandrels by rolling as described
in paragraph 2, they can be produced comparatively at a very low price but as they
are not absolutely as circular in the ring as they would be if turned in a lathe they
B

page_text: cannot be placed for vulcanization inside the usual turned split annular mould
without risk of deforming the walls of the tyre. When they are wrapped helically
by hand with a narrow cloth band some time is occupied by the process, and some
of the coils being wrapped tighter than others mark the finished tyre. There is
also a risk of twisting the tyre on the mandrel during the process. In order to
meet this difficulty I construct and use for the purpose what is in effect a flexible
mould with rigid sides or foundations. This is illustrated by Figs. 32 and 34. The
flexible part L, which surrounds the tyre and mandrel, is composed of one or more
plies of stout canvas or other suitable textile material, preferably lined by a ply of
the fine textured cotton cloth usually employed for wrapping. I will describe this
arrangement with reference to Fig. 32. I first take a special ring-shaped forming
mandrel, preferably of hard wood such a lignum vitæ, and shaped mainly circular
in cross section with a flat ledge running all round the inner curve. I then cut out
annular shaped bands from the cloth and canvas, that is the bands are cut, each
preferably in one piece, from the fabric between two outlines formed by concentric
circles. These bands are long enough to surround the ring of the wooden mandrel
and wide enough to cover it and the sides of the inner ledge, in cross section.
These bands may be cut from fabric treated with native rubber, and are each
separately shaped round and to the wooden forming mandrel by being stretched
and compressed upon it in the same way as previously described herein for the tyre.
Each following band is formed upon and solutioned or cemented to its predecessor
so as to break joint with it, and in effecting this it is placed so that the warp and
weft threads will not lie parallel to those of the band below, but will be at an angle
thereto. Each layer when placed in this way binds the others so as to make a
cover of invariable size and form in cross section but flexible enough to accommodate
itself to the ring-shaped mandrels and rubber tubes upon them, without deforming
the latter, when they are slightly out of the form of a true circular ring. When
completed the flexible cover may be vulcanized. The edges along the inner curve
of the ring are each secured to or between annular shaped flat bars as shewn in the
figure. Each pair of these bars B1 and B2 may be rivetted or otherwise secured
together with the edge L' of the flexible cover between, the other edge 12 being
similarly secured between the two bars B³ and B. After the mandrel with rubber
tube is placed within the flexible cover the two sets of metal bars are screwed
together, as indicated by the bolt and nut shewn in the figure. For convenience in
placing the mandrel within the cover, particularly when the tyre is of large cross
section, I divide the flexible cover and foundation bars into two equal semicircular
pieces by transverse cuts or divisions.
The
Fig. 34 illustrates such a flexible cover divided longitudinally, the two halves
being shewn a short distance apart. In this case two foundation bars B' and B³
are on the outer curve of the ring, and two, B², B*, are on the inner curve.
edges L', L, L, L, of the flexible cover L', L2 are represented as being strained
over the annular bars and bound down upon them by the smaller annular
bars D1, D2, D³, D¹.
4. The fourth head of this invention relates to improved methods and means for
securing tubular tyres, similar to those herein before described, to the rims or felloes
of the wheels, and relates more particularly to those containing a separate inner air
tube, and which are slit or unsealed in cross section, or split or divided in the wall
so as to be capable of giving access to the interior tube, and which are seated
within shallow, and comparatively narrow rims, which alone allow such tyres free
play. Reference is made to Sheets 5 and 6. As previously described, these tyres
when inflated are caused to tightly clasp the periphery of the rim. It is intended
also to cement them together in order to prevent the chafing of the tyre by the rim.
In the case of tubular tyres closed in cross section, these two methods of securing
are all that are required. But in the case of those with a slit or divided wall some
additional lateral support is necessary to resist side strains and wrenches which
would otherwise separate them. This I obtain by spaced fastenings fixed upon or
through the wall of the tyre. These are arranged in opposite pairs, each pair

page_text: consisting of a stud or hook upon the tyre and a hole in the rim, or their equivalents,
capable of being engaged together and held in engagement by the pressure of the
contained compressed air. These spaced fastenings may be on one side only or on
both sides of the tyre and rim.
The rims shewn on Sheets 5 and 6 are well known rims, and are in my opinion
the best for the purpose, but I do not restrict the application of these tyres, and
the means of securing them as described herein, to the particular rims shewn, as
they may be of any suitable shape or form, and may be concave, convex flat or
combinations of either.
The spaced fastenings consist of,
(a) Eyelets or eyelet hooks inserted through the wall of the tyre, for the purpose
of lacing, tying, or wiring together over the rim or for lacing, tying, or wiring to
the edges of the rim by means of holes through the latter. An example of this is
shewn in Fig. 59.
(b) Metal bars or rings eyeletted through, sewn, or otherwise attached to the
wall of the tyre for tying or wiring together over the rim, or for tying or wiring
through holes in the rim. An example of this is shewn in Fig. 63.
(c) Metal hooks, loops, or rings eyeletted through, sewn, or otherwise attached to
the wall of the tyre for hooking over studs or projecting edges or into holes or
recesses in the rim. Examples of these are shewn in Figs. 35, 36, 39, 41, 42, 51
and 52 in which the spaced fastenings are within, between the tyre and rim, on the
outer peripheral surface of the latter; and in Figs. 53, 54, 55, 56, 57, 58, 60,
and 61 in which the fastenings are situated upon the outer surface of the inner
curve of the ring of the rim."
The tyre may in this way be detachably secured on both sides, as illustrated in
Figs. 35, 36, 39, 52, 54, and 58.
Or it may be detachably secured on one side and preferably cemented or other-
wise more permanently secured or the other side or in the main part, as illustrated
in Figures 41, 42, 51, 53, 55, 56, 57, 59, 61, & 63,
These fastenings are either single in the rows, as illustrated in Figs. 52, 54, 55,
57, 58, 60, 61, and 63,
Or grouped two or more together, in which case they bind the tyre together over
the elastic gorej, as well as secure it to the rim against lateral displacement, as
illustrated in Figs. 51, 53, 56, and 59.
The wall of the tyre is strengthened around the fastenings, in the case of rubber
by pieces of canvas vulcanized on the interior, and in the case of canvas-rubber by
a strip of canvas or leather placed inside or between the plies. In order to protect
the interior tubular bladder when the stitches and eyelets would project within the
tyre these are covered at the back by laps or patches of canvas or leather.
In the
case of eyelets used with the method of securing illustrated in Fig. 59, these patches
are fixed at the edges only so that the laces or ties may be passed through by means
of a bent tag, wire, or needle.
On Sheet 5, the hooks illustrated in the tyres are shewn as plain cylindrical
projections set at a right angle to the bed-plate. They may be curved over as
illustrated by Fig. 46, or be made with a head as shewn by Fig. 47, and by Figs. 52
and 62 on Sheet 6. In the latter case the hole in the rim is preferably shaped as
shewn at in Fig. 49. The cylindrical studs or hooks may be hollow as shewn at
S: Fig. 48 in which case they may be directly rivetted or eyeletted on as shewn
at S1, S2, Fig. 39. They may be of any shape and set at any angle which is suitable
for the purpose described. In Fig. 48, S2 represents an oval stud hook. These
hooks may be secured to or within the wall of the tyre by the bed plate shewn in
Figs. 43, 46, and 47, and also at p, Fig. 54. They may be secured to the wall by
eyelets passing through the plate as shewn in Figs. 44, 45, and 57, in which e', e,
and e are the eyelet holes and S S', S', and K the hooks; they may be rivetted to
the wall through the bed-plate as illustrated in Fig. 61; or fastened to the tyre by
any other effective means. Fig. 62 illustrates hooks S', S² rivetted to and through
a plate or busk p which may be wrapped up in the wall of the tyre. Figs. 53

page_text: and ɔɔ shew hooks K, K, and K shaped from or attached to cylindrical bars w,
which are wrapped up in the tyre wall.
On Sheet 5, the tyres or outer casings are shewn applied to the rims without any
interior air tubes, but these are meant to be used though not shewn.
In Figs. 35, 39, and 42 the hooks pass through from the inside into holes in the
coiled edges n' and n² of the rim and these holes are not open or visible from the
outside so that they are quite protected from wet and dust. The same result is
obtained with the hollow rim shewn in Fig. 36.
On Sheet 5 the hooks are shewn in different positions varying from the edge to
the centre of the rim.
Figs. 54, 55, 56, 59, 61, and 63 shew a separate interior air tube b with a canvas
covering d.
C
Fig. 52 shews a tyre or casing t with a canvas insertion e in it and a separate
interior air tube having a canvas insertion d in it. The casing is grooved or slit
ate and is secured in the rim on both sides by headed stud hooks S1, S².
Fig. 5 represents the coiled edges of the rim cut out in a T shape to accom-
modate the shaped bar shewn in Fig. 50. Fig. 55 represents a curled hook K
passed from the outside over the coiled edge n² of the rim. Fig. 58 represents the
same kind of fastening but it is passed over the coil from the inside, through slits
cut in the rim for the purpose. These outer hooking fastenings may be varied
greatly in form on different rims, but the examples shewn have the great advantage
of allowing play when the tyre is compressed, without which property outside rigid
fastenings are soon destroyed.
The fastening shewn in Fig. 51 consists of a wire or bar of metal i bent into a
shape resembling a buckle (without the tongue) and secured fast to the rim. Two
curved books K, K2 are secured to the wall of the tyre and hooked over the bar i.
The inflation of the tyre holds them firmly in position. When fixing the bar, it is
preferably first bent into a U shape, and two holes having been drilled through the
curled edge n² of the rim, the ends of the bent bar are driven through the holes and
clinched as shewn.
The fastening shewn in Fig. 56 consists of a headed stud Z' fast in the rim and
two headed studs Z2 and 23 secured fast to the tyre. A loose ring m is forced over
the three heads of the studs when the tyre is deflated. The subsequent expansion
under inflation holds it perfectly secure.
The fastening shewn in Fig. 61 consists of a cylindrical stud Z fast in the rim,
and a plate K, with a hole made through it to take the stud, fast on the wall of the
tyre. When the tyre is in an uninflated state it can be flattened and the plate K
pushed inwards (nearer the hub of the wheel) so as to engage the plate with the
stud. Subsequent inflation holds it secure.
I wish it to be understood that the details of these fastenings as described and
illustrated may be varied, and may be combined in any practicable way.
5. The fifth head relates to means for affording access to the interior air tube
and is suitable more particularly for the canvas-rubber closed tube tyres described
herein before under the first head. Reference is made to Sheet 8. Near the cross
joius F and 1, Fig. 70, of the closed tubular tyre t, 2 a longitudinal slit R', R2 is
cut near the rim edge on each side, through a single ply at the overlap from F to I
and through both plies for a distance beyond. This forms a flap 2 on the outer
curve of the tyre, when the two plies are separated at the overlap. A canvas
lap W is solutioned to the inside of one edge of the slit to protect the inner tube b.
The edges of the double ply part of the flap are secured to the tyre or to the
rim, the remainder of the flap consisting of single ply is solutioned down to the ply
underneath. In case of such a puncture of the inner tube as allows escape of the
compressed air, the flap is unfastened and unsealed and turned back, as shewn at t
in Fig. 71, opening up a square hole and the inner tube is either withdrawn
altogether or it is turned round until the puncture is reached and repaired, when it
is turned back again into position and the flap closed as before described.
In Figs. 68 and 69 the Hap Y is cut along one side only, from R' to R². The

page_text: transverse line F indicates the edge of the outer ply of the overlap F, I, and I the
inner edge. The two plies are kept separate at the overlap and they are also kept
separate on the other edge of the intended flap in the space between J and G. A
transverse cut G is made through the outer ply and another transverse cut J
through the inner ply, so that the flap Y can be turned over to one side. Fig. 68
shews the flap Y closed and Fig. 69 shews it open. The flaps may be secured in
position at the double ply part by any of the methods described herein for securing
the tyre or by any other practicable method. Fig. 68 shews this part of the flap Y
laced up. Fig. 70 shews the flap t2 secured at the middle part by studs S', S²,
and S3 fixed in the flap, and taking into holes h', h², and h³ in the rim.
On Sheet 7, Fig. 64 represents a similar flap to that shewn in Figs. 68 and 69.
Strengthening strips H and K are solutioned over the inner transverse edges [
and J. When in place the edge of the flap Y is tucked under the rim edge and
solutioned to the tyre.
Figs. 65, 66, and 67 represent the double flap in the closed tubular tyre formed
by a split or divided wall for a short distance. Fig. 65 shews the inner tube b
uncovered. One flap Y¹ is constructed wider than the other so as to break joint
transversely. Fig. 66 shews one flap Y' closed, and Fig. 67 shews the flaps in
their normal position. Any suitable form of split or divided wall as shewn in
connection with the tyres may be used for this purpose, and the outer edge may be
secured in any efficient way.
Having now particularly described and ascertained the nature of my said inven-
tion, and in what manner the same is to be performed, I declare that I am
aware that tyres with unjoined edges fitting in the rim of the wheel and overlapping,
or meeting without overlapping, and also studs securing such overlapping or meeting
tyres have been previously proposed and I make no general claim to such arrange-
ments; but what I claim is
1. The construction of a pneumatic tyre for wheels of canvas proofed with
rubber substantially as set forth with reference to Figures 1, 2, 3, 4, 5, 6, 7, and 8
of the drawings.
2. The construction of a pneumatic tyre for wheels according to the processes
described under the second head, and illustrated by Figs. 28, 29, 30, and 31 of the
drawings.
3. The construction of a closed tubular pneumatic tyre for wheels from
vulcanized sheet rubber and canvas, substantially as described under the first
head.
4. The general combination and arrangement of parts constituting an outer tyre
or casing for covering an inner inflatible tube or tubes and forming a pneumatic
tyre for wheels, substantially as set forth with reference to Figures 35, 36, 39, 41,
42, 54, 55, 56, 59, 61 and 63.
5. The method of immoveably securing an outer tubular tyre or casing, unclosed,
unsealed or unjoined in transverse section, to the metal rim of the wheel and of
detachably securing one side of the same by a combination of three different means
of securing, namely, by cementing the tyre or casing into the rim, by contraction
circumferentially of the restraining envelope as a result of inflation so as to nip the
casing sides between it and the rim, and by spaced fastenings, substantially as set
forth.
6. The method of securing the slit or divided outer tyre or casing within or upon
the metal rim of the wheel by a combination of two different methods, namely, by
contraction circumferentially of the restraining envelope as a result of inflation so
as to uip the casing sides between it and the rim, and by spaced fastenings sub-
stantially as set forth.
7. For detachably securing a slit, grooved, unsealed, or divided outer tubular
tyre or casing, covering a separate interior inflatible tube, to the metal rim so as to
resist lateral displacement, the method and means of using spaced fastenings

page_text: substantially as described under the fourth head and illustrated by the figures on
Sheets 5 and 6.
8. A pneumatic tyre for wheels consisting of an inner inflatible tube having a
closed restraining tube attached to it, and an outer split tyre or casing seated within
the rim and fitted along the sides with stud hooks which take into corresponding
holes in the rim, substantially as set forth with reference to Fig. 52.
9. The device consisting of a flap or flaps, for the purpose of obtaining access
to an inner inflatible tube, substantially as set forth with reference to the figures on
Sheets 7 and 8 of the drawings.
10. The construction of the appliance consisting of an annular shaped mandrel
having a loose segment and its use for constructing pneumatic tyres, substantially
as set forth under the second head, and illustrated by the figures on Sheets 2
and 3.
11. Closed tubular pneumatic tyres constructed upon a ring-shaped mandrel
having a loose segment, substantially as set forth.
12. The improved vulcanizing covers for tyres substantially as set forth with
reference to Figures 32 and 34.
WM. GOLDING.