Improvements in and relating to Pneumatic or Air-inflated Tyres for Wheels.
Year: 1891

page_text: Date of Application, 11th Sept., 1891
Complete Specification Left, 11th June, 1892-Accepted, 13th Aug., 1892
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 to improvements in the construction of, and to processes for constructing
puncture closing air bladders or tubes, which will automatically close up after being
punctured so as to hold the interior compressed air intact.
1. Under the first head, I construct the air bladder tube of greater dimension;
each way than the greatest dimensions of the interior of the restraining tube or
envelope when fully stretched as described in my Specification No. 14,468 of 1891,
but instead of shaping and vulcanizing it in a straight length, I form it so that it is
unstretched when ring shaped, without the restraint of the outer band.
To effect this, (a) I form and vulcanize it, or I vulcanize it, upon an annular
shaped mandrel, which may be cylindrical, or preferably mainly flat in cross section,
and which forms a complete ring, with a loose segment, such as is described, for
use when vulcanizing the outer tube, in my Specification No. 14990, dated
4th Sept. 1891; or which may be an incomplete ring with the ends a short
distance apart. The air bladder tube is afterwards closed endless in the usual way,
or it is closed by caps placed upon the ends, as described in my Provisional
Specification No. 5667, dated 1 April, 1891. In an alternative process (b) I use
a tube of metal or other suitable material, which may be cylindrical or nearly flat
in cross section, and shaped nearly into a ring, in which the air bladder tube having
its ends first closed, is inserted. The ends of the encircling tube are then closed,
and the inner tube is vulcanized in that position. In an alternative arrangement (c)
I place the air bladder tube flat in a shallow annular recess, formned in the face of a
metal block disc or flat ring, in or upon which it is held by pressure and so
vulcanized, the inner surfaces of the tube being prevented from sticking together
by a coating of chalk.
In order that the air bladder tube may be kept unstretched longitudinally, either
while fixing, or when replacing after repair, or under the stresses of use, which set
up a slight creeping action of the air bladder tube, the accumulated effects of which
stretch it considerably in parts, I vulcanize or solution a band or strip of practically
unstretchible fabric or other suitable material along the whole length of the tube,
preferably along the circumference of the inner curve, where it cannot be affected
by road obstacles.
In the case of a tube vulcanized in a straight length, I give it a permanent
ring shape without stretching the outer curve, by solutioning temporarily a band
of unstretchible material along one side. A band of similar material, preferably
canvas galloon, is passed temporarily round the rim of a wheel of the proper size
and the ends sewn together. This band is thoroughly covered with rubber
solution. The tube being joined endless and partially inflated is placed round the
rim without touching it, with the band upon the outer curve, and the join opposite
the join of the canvas band on the rim. The tube is then inflated, and distended
s much as it will safely bear, until the inner curve presses upon the solutioned
band of canvas round the rim. It is left in this position till the solution is nearly
1ry. The tube is then deflated and pressed firmly against the rim. The band on
the outer curve is unsealed and taken off, and the tube with the band securely fixed

page_text: to the inner curve is removed from the rim. The inner curve of the tube is by
this process evenly compressed and secured to the band, while the outer curve is
unstretched.
Under the second head I construct the air bladder tube of two lamine of rubber,
which in most cases consist practically of two tubes, one inside the other, which are
under different stresses, one being compressed and the other extended in every
direction.
This is effected (a) by stretching, to a considerable extent, a strip of vulcanized
sheet rubber, in both directions, so that it is both longer and wider than it will be
when formed into a tube and expanded to the full extent possible in the tyre. I
Another strip of sheet rubber either vulcanized or not, of the same dimensions
when unstretched, as the first sheet is when stretched as above, is placed fiat upon
it, and solutioned to it, preferably by coating the surface of the stretched strip with
rubber in a liquid state and smoothly pressing the unstretched strip upon it.
Preferably one edge of each projects on opposite sides so as to break joint when
the edges are solutioned together to form the tube.
It is also effected (6) by placing a tube formed of the wider rubber strip, and
preferably vulcanized on a ring shaped mandrel, upon a straight tubular mandrel of
rather larger diameter, so that it is somewhat stretched; conting the outer surface
of the tube with rubber solution and placing over it, with an even stretch both
ways, a tube of sheet rubber of much smaller diameter, also preferably vulcanized
ring shaped, and rolling them together. The smaller tube is placed over the larger
in the following manner. It is first pulled over a thin metal tube having a conical
end, and of sufficiently large interior diameter to enable it to be passed over the
rubber tube and mandrel just described. The straight tubular mandral, with the
rubber tube upon it, is passed along a fixed supported bar of about double its
length, and one end of the mandrel is secured towards one end of the bar. The
thin metal tube, with the stretched rubber tube upon it, is then passed over the
other. The end of the outer rubber tube is partially drawn or stretched off and
firmly tied round the end of the inner rubber tube and mandrel. The thin metal
tube is then drawn backwards, depositing the outer tube upon the inner one.
It is also effected (e) by stretching a small tube, preferably vulcanized straight,
over a large straight mandrel, and rolling the mandrel, with the stretched strip
upon it, over the wider strip of shoet rubber, one or other of the surfaces which will
come into contact having been previously solutioned.
It is also effected (d) by drawing the larger tube inside the smaller, both
tubes having been previously vulcanized, preferably ring shaped. A strip of
unstretchible material having been first vulcanized or solutioned along the inner
curve of the larger tube.
The resultant size of a tube formed as described under this head, when in its
normal state, is a mean between the opposing forces of the elasticity of the rubber
laminæ, one tending to extend and oppose compression, and the other tending to
compress and oppose extension, one lamina being in a state of compression and the
other of extension. This tube may be formed so as to be smaller than the tubular
core of the outer casing, when unstretched, and yet when stretched to the fullest
extent allowed by the tyre, one of the lamina is, always and at every part, in
respect of the particles of which it is composed, in a state of compression, so that
the pressure of the contained air tends to close instead of open any punctured
hole.
In some cases, one or other of the lamina, instead of being circular, in cross
section, may be semicircular or form the segment of a circle, under inflation, but
this is not so effective as complete tubes.
In some cases, a third lamina may be used, such for instance as when the stretched
lamina is inside, an outer stretched lamina may be put outside the unstretched one,
which then lies between the two.
I prefer to employ an air bladder tube constructed of two lamina in the manner
described after (6) under the second head, the tubes having been first formed and

page_text: vulcanized in an unclosed ring shaped mandrel, of a flat oval or elliptical shape, in
cross section, so that the outer circumference, when the tube is withdrawn, will be
longer in proportion to the inner circumference than it is when the tube is in
position in the tyre and inflated. The inner circumference of the ring shaped
mandrel is of the same length as the inner circumference of the core of the tyre,
or in the case of tubes to be joined endless, it may be slightly greater to allow for
the overlap.
After the two tubes are solutioned together I place them upon the same ring
shaped mandrel upon which the larger one was vulcanized, and solution a band of
canvas galloon longitudinally along the inner curve.
1001
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 to the construction of, and to processes for constructing, puncture closing
air bladders or tubes, which will automatically close up after being punctured
so as to hold the interior compressed air intact, and has for its special purpose the
construction of such tubes or tyres of exceeding lightness and so that their efficiency
will be maintained under varying extremes of temperature and against the stresses
of road use. This is carried out, stated generally, (a) by mechanically compressing
in a lateral direction, and permanently maintaining in such state of compression, the
thin rubber wall of the air bladder or tube; (b) by constructing such tube of two or
more very thin lamina under different tensions so that the continuity of a punctured
hole will be broken or intercepted; and (c) by constructing it of two or more thin
lamina of rubber, one of which is in a state of lateral compression and one of which
consists of native or unvulcanized rubber, that is rubber in an adhesive state, the
two lamina acting in conjunction for closing up and healing punctured holes ; the
edges of the hole, owing to the lateral compression of the rubber, closing with a
snap when the puncturing object is withdrawn and thus supplying the force, and
the thin layer of native rubber the instrument, by means of which the punctured
hole is permanently sealed, either alone being useless for the purpose.
These air tubes may be detachable from, or may be cemented or otherwise attached
to, the tyre proper or outer casing, or in some cases the tube will form a complete
pneumatic tyre of itself.
The invention will be understood from the following description in reference to
the accompanying drawings, of which
On Sheet 1, Figs. 1 to 5 represent cross sections of strips of rubber and other
material in process of construction.
Figs. 6 and 7 are cross sections of an apparatus for stretching a thin rubber tube
for constructing an air tube according to my invention.
Fig. 8 is a broken longitudinal section illustrating the process for placing and
cementing one rubber tube upon another at different tensions.
Fig. 10 is a plan view of an annular shaped mandrel not quite closed in the ring,
and
Figs. 9 and 11 are cross sections of the same.
Fig. 12 is a cross section of a ring-shaped vulcanizing mould with an air-tube
placed flat within it.
On Sheet 2, Figs. 19 and 29 represent tubes in process of construction on a
mandrel.

page_text: Figs. 13, 14, 15, 16, 17, 18, 20, 21, 22, 23, 24, 25 and 28 illustrate my improved
air bladder or tube in different varieties, arrangements, or combinations, and
Figs. 26, 27, 30, 31, and 32 shew some of these tubes enclosed within a tyre or
outer casing.
In Figs. 8, 9, and 11 the solid black section lines represent the section of the
hollow metal mandrels, while in all the other figures the solid black sections
represent unvulcanized or adhesive rubber.
On Sheet 2, the condition of the different laminæ is indicated by the section
lining, the open lining shewing that the lamina is stretched and the close lining
that it is compressed, whilst rubber in its normal state is indicated by section lines
in direction perpendicular to the base line of the sheet.
1. Under the first head, I construct the air bladder tube of greater dimensions
each way than the greatest dimensions of the interior hollow of the restraining
tube or casing when fully stretched under inflation, as described in my Specifi
cation No. 14,468 of 1891, but instead of shaping and vulcanizing it in a straight
length, as is the usual practice, so that it is unstretched when straight, I form
it so that it is unstretched when ring-shaped. In this way I obtain the longitudinal
element of the compression without constructing the air tube longer than the
interior bore of the tyre or outer casing. This is practically carried out by
giving the air tube when uninflated a permanent annular form, flat or nearly
flat in cross section, with the usual canvas or other restraining envelope cut on
the bias or cross and solutioned or vulcanized in or to the wall of the tube.
As described in my Provisional Specification, the inner curve of the ring is made
practically unstretchable. The outer diameter of the tubular ring so constructed
is greater than the outer diameter of the completed tyre and when uninflated the
rubber wall is in its normal state, but upon inflation the tube assumes a circular
shape in outline in cross section the mean diameter of the ring being contracted
and the rubber wall compressed, the compression being greatest on the tread or
road side.
To effect this,
(a) I form and vulcanize it or I vulcanize it upon an annular shaped mandrel,
which may be mainly flat in cross section, and which forms a complete ring with
a loose segment, or which may be an incomplete ring having the ends a short
distance apart as shewn in Fig. 10. Figs. 9 and 11 represent the cross section
which I find the most desirable though it may be varied to suit different
requirements. The larger curve b, c is on the outer or larger surface of the
ring. Referring to Fig. 9, the black section line represents the hollow mandrel m,
b is the rubber tube, and c the restraining envelope. The tube is afterwards
closed endless in the usual way, or it is closed by caps sealed upon the ends,
When formed and
as patented by me upon application No. 5667 of 1891.
vulcanized upon a ring-shaped mandrel with a loose segment, which is withdrawn
through a slit in the tube or tyre afterwards made up, the tube as shewn in
Figure 9 may be covered with rubber vulcanized on and form what is known
as a "single tube pneumatic tyre. It may also form a complete pneumatic
tyre as represented in Figure 9 when the canvas is treated with rubber by
my new process which renders it, in its substance, moisture and air proof so that
it will not rot from exposure to the weather, and makes the rubber and canvas
inseparable however rough the usage may be. This compound is patented upon
my application No. 18851 of 1891 and is referred to occasionally hereinafter
under the name of "rubbric."
"
In an alternative process,
(6) I use a tube of metal or of other suitable material, which is approxi
mately flat in cross section as shewn at m in Fig. 11 and shaped into, or nearly
into, a ring, in which the air tube, preferably having the ends first closed, is
inserted. The ends of the encircling metal tube are then closed, and the inner
tube is vulcanized under pressure in that position. When the tube m forms a
complete ring, access may be obtained by means of a loose slide or it may be

page_text: split longitudinally and the halves screwed together in the same manner as with.
cylindrical moulds. In the figure, 6 and t represent rubber tubes and c the
restraining envelope, the whole.being vulcanized together into one tube.
In an alternative arrangement,
(c) I place the air bladder or tube flat in a shallow annular recess formed in-
the face of a metal block, disc, or flat ring, in or upon which it is held by
pressure and vulcanized, the inner surfaces of the tube being prevented from.
sticking together by a coating of chalk. This is illustrated by Fig. 12,—n' is
the lower half of the dished out metal ring and n' the upper half, and 6 is the
rubber tube surrounded by the restraining envelope c.
2. Under the second head, I construct the air bladder or tube of two or more.
laminæ of rubber, one of which may be of unvulcanized rubber, and which in
most cases consist practically of two thin tubes one inside the other with a
lamina of native rubber between. These two tubes are under different stresses,.
one being compressed and the other extended. The air bladder or tube may
be, however, constructed of several lamina, some of which form complete closed
tubes while one or more may be semi-circular or segmental in cross section..
They may be cemented or solutioned together or they may, or some of them
may, lie loose within each other or they may be partially cemented together
at part of the circumference and partly loose. When a lamina of unvulcanized
rubber is used it may be cemented inside the tube of vulcanized rubber as a
lining, but I prefer not to use it in this position as it is peculiarly susceptible
to changes of temperature when so placed. In hot weather it becomes exceedingly
sticky and is liable, if the tyre should become partially deflated when riding,.
to stick one side of the air tube fast to the other internally; on the other
hand if frosty air be pumped in, the native rubber contracts and hardens and is
rapidly disintegrated by road use while in that state. I prefer to enclose the
thin lamina of nativo rubber within the wall of the air tube so that it is com- .
pletely surrounded by vulcanized rubber which perfectly protects it from such
changes of temperature as would otherwise destroy its efficiency. This air tube
may be made of smaller peripheral dimension in transverse section than the
hollow bore of the outer tyre or casing so that, when independent of the latter,.
it may be more conveniently taken out and replaced.
I wish it to be understood, in the following descriptions, that the lamina of
native rubber may be applied during construction in any state of consistency
which may be most convenient for the particular process or form of tube desired.
That is, it may be temporarily made hard and firm by cold, or it may be
brought into a plastic and pasty condition by moderate heat, or it may be of
the usual consistency and the adhesion to the attached lamina or laminæ of
vulcanized rubber effected by forming solution on its surface by moistening it
with naptha or other solvent, or it may be formed of native rubber reduced to
a state of paste or solution by a solvent. In all these cases the resulting
lamina of native rubber is exactly the same if the same amount in thickness be
applied. The thickness which I have found to give the best result is about one-
twentyfifth of an inch.
The resultant size of a tube formed as described under this head, when in its
normal state, is a mean between the opposing forces of the elasticity of the
rubber lamina, one tending to extend and oppose compression, and the other
tending to compress and oppose extension, one lamina being in a state of com-
pression and the other of extension. The native rubber is not capable of
permanent compression. Its plasticity under compression causes it merely to
change its shape.
This tube may be formed when uninflated so as to be smaller than the tubular
bore of the tyre or outer casing, and yet when stretched to the fullest extent
allowed by the tyre, one of the lamina may be, always and at every part, in
respect of the particles of which it is composed, in a state of lateral compression,.

page_text: so that the pressure of the contained air acting with the elasticity of the rubber
smartly closes up punctured holes.
The compression may be effected by various methods, such for instance as those
described in my Specification No. 14468 of 1891, and the state of compression may
then be maintained by the tension or resistance of the other layer or layers, with or
without canvas or other unstretchable material, but it is preferably and more con-
veniently carried out by arranging the lamina so that one will
another.
compress
This is effected,
(a) By stretching, to a considerable extent, a strip of vulcanized sheet rubber, in
one or both directions, so that it is considerably longer and wider than it will be
when formed into a tube and expanded to the full extent possible in the tyre.
Another strip of sheet rubber, either vulcanized or not, of the same dimensions
when unstretched as the first strip is when stretched as above, is placed flat upon it
and solutioned to it, preferably by coating the surface of the stretched strip with
rubber solution and smoothly pressing the unstretched strip upon it. Preferably
one edge of each projects on opposite sides so as to break joint when the edges are
solutioned together to form the tube.
Such a tube constructed of two lamina of vulcanized rubber is shewn by
Fig. 13. The inner lamina is stretched and the outer compressed, the
longitudinal joins being indicated at a and y. It is quite obvious that by
turning the strips over in the contrary direction, before joining up the tube, the
stretched lamina A would be placed outside and the compressed lamina inside.
When a lamina of native rubber is used hetween the two tubes of vulcanized
rubber, I find it convenient to slightly vary this method of procedure in order
to obtain more compression. Reference is made to Figs. 1, 2, and 3. In
Fig. 1, 6 represents a strip of vulcanized rubber in the normal state, and a
strip of native rubber stuck down securely upon it. Another strip a of vulcanized
rubber is solutioned in parallel strips in either direction, or in equally spaced
symmetrical patches, and then stretched. The compound strip b, r, Fig. 1 is
then pressed down in a cool room upon the stretched strip a with sufficient
force to become securely attached on the solutioned strips or patches. The
stretched strip a is then relaxed. Fig. 2 illustrates the position then assumed
by the three strips when the lines or strips of solution are placed so as to run
longitudinally along the strip a. The strip a is then temporarily solutioned to
some unyielding support and the lining of the loops in the strip h, is
warmed. The loops are then pressed evenly down with the result that the
three strips become one. When the native rubber has recovered its ordinary
consistency, the strip a is unsealed from its temporary support. The native
rubber then resists extension more than the vulcanized strip a is capable of
doing. The result is the compound strip a, b, shewn in Fig. 3 in which the
strip 6 is considerably compressed while the strips and a are only com-
paratively slightly extended. Instead of solutioning the strip a in strips or
patches, the same end is obtained by moistening in a similar way the strip r,
before applying it to a, with naphtha or some other solvent Fig. 14 represents
a tube formed of this compound strip. The inner compressed lamina
formed by the strip b, the middle lamina is the strip of native rubber, and
the outer stretched lamina is the strip a. The longitudinal joins of the tube
are indicated at x and y. Fig. 15 shews the same compound strip made into a
tube the lamina of native rubber not be carried all round. Fig. 16 shows the
same tube with the restraining envelope c, c of the tyre solutioned round the
tube after it is formed, and overlapped from c¹ to ². This form is in con-
sequence made of larger diameter and is suitable for outer casings which form
split tubular tyres or covers, especially when they are secured by spaced
fastenings. Instead of using canvas or linen cloth for the restraining envelope
in this position, I prefer to use "rubbric" as it can, if needed, be patched like
rubber and the compressed air does not make its way along the fibres under
is

page_text: the patch as is the case with solutioned canvas. As the "rubbṛic" is air-
proof in its substance it may be placed inside the tube and form the restraining
envelope in that position as shewn by Fig. 17, which also shews the laminae
reversed in position.
Fig. 4 illustrates an alternative arrangement for building up the strips, the strip
of native rubber may be first stuck firmly down to the strip a. The strip r is
then warmed so as to render it more plastic. The. compound strip a, r is then
stretched and the strip b stuck down in parts. The strip is then relaxed, and when
the strip hus recovered its ordinary firmness the loops of the strip .6 are stuck
down as before.
Before sticking down the loops the strip a may be removed and its place taken
by two thin strips of "rubbric" vulcanized together so as to break joint at the
sides. The completed strip in this case is shewn in Fig. 5 in which u¹ to u² shews
the double "rubbric" strip and u, u the single edges. This strip is shewn
solutioned into a tube, by Fig. 31, forming a complete "single tube" pneumatic
tyre.
All these tubes are preferably formed upon a ring-shaped mandrel with a loose
segment, a short length of the overlap from a to y being left unsealed through
which the segment and remainder of mandrel are withdrawn, and the opening
afterwards sealed up.
It is also effected,
(6) by placing a tube formed of the wider rubber strip, and preferably vulcanized
upon a ring-shaped mandrel, upon a straight tubular mandrel of rather larger
diameter, so that it is somewhat stretched, coating the outer surface of the tube
with rubber solution and placing over it, with an even stretch both ways, a tube of
rubber of much smaller diameter, also preferably vulcanized ring shaped, and rolling
or pressing them together. The smaller tube is placed over the larger in the
following manner, see Fig. 8. It is first stretched and pulled over a thin metal
tube M, having a conical end, and of sufficiently large interior diameter to enable
it to be passed over the rubber tube 6 and mandrel m just described. The straight
tubular mandrel m, with the rubber tube b upon it, is passed along a fixed supported
bar S, of about double its length, and one end of the mandrel m is secured towards
one end of the bar. The thin metal tube M, with the stretched rubber tube a upon
it, is then passed over the other. The end of the outer rubber tube a is partially
drawn or stretched off and firmly tied or held at z round the end of the inner rubber
tube and mandrel. The thin metal tube M is then drawn backwards, depositing
the outer rubber tube a upon the inner one b. Before placing the rubber tube a
upon 6, the latter may be covered with a lamina of native rubber. The resulting
tube so formed is shewn by Fig. 20, and when turned inside out by Fig. 21. Fig. 23
shews the tube covered by a restraining envelope for the same purpose as described
with reference to Fig. 16. The completed tube has no longitudinal join. The cross
join is preferably made by sealing at a broken joint.
It is also effected, see Fig. 29,
(c) by stretching a small tube A, preferably vulcanized straight, over a large
straight mandrel M, and rolling the mandrel, with the stretched tube upon it, over
the wider strip of sheet rubber P, one or other of the surfaces which come into
contact having previously been solutioned. A lamina of native rubber is shewn
in the figure reaching half round the mandrel and placed between the two lamina
of vulcanized rubber. Fig. 28 represents the resulting tube when it is withdrawn
from the mandrel. A strip c of canvas, or preferably of "rubbric," may then be
solutioned half round the tube, opposite the lamina of native rubber on the tread
side of the tube, so as to limit the after expansion, when inflated, to the rim side of
the tube. In Fig. 30 it is represented inflated in an outer tyre or casing & of
"rubbric." Fig. 19 represents the same formation of tube but with the outer
laminareaching only slightly more than half round. Fig.. 18 illustrates the
resulting tube when it is withdrawn from the mandrel. In this case the stretch

page_text: afterwards takes place in the part of the tube consisting of the single lamina P.
This tube is represented inflated in an outer tyre or casing t of rubbric in
Fig.. 32.
The mandrel M, as shewn in Figs. 19 and 29, may be replaced by a flexible
-mandrel made of rubber or of rubber and canvas, and the tube may be placed 5
outside it and then stretched by inflating the flexible mandrel. Figs. 6 and 7
illustrate an alternative device. O is a stout rubber tube capable of being stretched
laterally by means of the bars d' and d' which may be adapted to be screwed or
forced apart. Fig. 6 shews this arrangement unstretched, and Fig. 7 illustrates it
stretched with an inflatible tube formed upon it in the manner just previously 1
-described.
Fig. 22 represents a tube of three lamine, the inner lamina being of native
rubber, applied to the outside of an ordinary air tube consisting of rubber in its
normal state.
It is also effected, see Fig. 24,
(d) by drawing the larger tube l' inside the smaller P, both tubes having been
previously vulcanized (preferably ring-shaped), a strip of flexible unstretchable
material having been first vulcanized or solutioned along the tread side of the inner
or larger tube. The two tubes or lamina may be solutioned together at the inner
curve of the ring, but they are left separate at the outer curve next the road. The
.larger tube l' is preferably vulcanized with a fold ƒ along one side, see Fig. 24, or
with folds f, and f' along opposite sides, so as to define the position of the surplus
material of the inner and larger tube. This combined tube is shewn inflated in
Fig. 26, being placed in an outer tyre or casing t of "rubbric," and is in the act of
being punctured by a nail a. Fig. 27 shews the same after recovery. When
punctured, the outer lamina stretches over the puncturing object about equally in
both directions, but the inner lamina / being prevented from stretching draws upon
the fold on one side. After the puncturing object is withdrawn and the two lamina
are forced back into position by the air pressure, it is found that the continuity of
.the punctured hole is broken as indicated at p³, p², Fig. 27, the inner lamina ♬
forming a flap valve over it which either prevents the escape of air altogether or so
-modifies it that a convenient place for repair may be reached. Fig. 25 represents
.the tube l, with two side folds, placed within two attached tubes or lamina of
stretched and compressed rubber respectively.
3. The illustrations shewn on Sheet 2 are intended as examples of different
varieties of air tubes constructed according to my said invention, but it is evident
that the details may be combined in many different ways without departing from
the principles involved and the method of operation as hereinbefore set forth. By
the term native or unvulcanized rubber I mean to include partially vulcanized
..rubber which is more or less in an adhesive state.
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 what I
. claim is :
1. An inflatible tube for pneumatic tyres for wheels, formed of two or more
laminæ of rubber solutioned or cemented together, substantially as set forth with
reference to Figs. 1, 2, 3, and 4.
2. An inflatible tube for pneumatic tyres for wheels, formed of two or more
.laminæ of rubber, either wholly separate or partially solutioned together for the
purpose of closing punctured holes, substantially as set forth with reference to
Fig. 24.
3. An inflatible tube for pneumatic tyres formed of two or more lamina o
rubber, one of which is in a state of lateral compression, for the purpose of closing
punctured holes, substantially as set forth with reference to Figs. 14, 15, 16 18, 20
.22, 23, and 25.
4. An inflatible tube for pneumatic tyres formed of two or more lamina of

page_text: rubber, one of which is in a state of lateral compression, and one of which consists
of native or adhesive rubber, for the purpose of closing and healing punctured
holes, substantially as set forth.
5. An inflatible tube for pneumatic tyres for wheels constructed so as to possess
the property of automatically closing and permanently healing punctured holes
wherever they may occur in its wall, owing to such tube being formed of three or
more lamina of rubber, secured together by solution or cement throughout their
.surfaces, one of such lamina being in a state of lateral compression and one in a
state of expansion, with a lamina of native or adhesive rubber between, substantially
as set forth.
6. An inflatible tube for pneumatic tyres for wheels, formed of two or more
lamine of rubber, partially cemented and partially loose along their common
surfaces, the inner lamina or tube being of larger size than the outer for the
purpose of breaking or intercepting the continuity of punctured holes, substantially
as set forth.
7. The method of forming an air tube for pneumatic tyres for wheels which shall
have a lamina of compressed rubber in its wall, which consists in forming one
rubber tube of larger dimensions than normal, and another rubber tube of smaller
dimensions than normal, and expanding the latter and solutioning the two tubes
together, so that the expanded tube will contract upon and compress the wall of the
other, substantially as set forth.
8. The method of forming an air tube for pneumatic tyres for wheels which shall
possess the property of automatically closing and permanently healing punctured
holes wherever they may occur in its wall, which consists in forming it of three or
more attached lamina of rubber, the inner and outer lamine being in a state of
lateral compression and extension respectively, or vice versa, with a lamina between
consisting of native or adhesive rubber, substantially as set forth.
9. In a pneumatic or air-inflated tyre for wheels, a detachable inner inflatible
tube constructed so as to possess the property of automatically closing and healing
punctured holes, and when uninflated to be in transverse section of circular shape
and of smaller peripheral circumference than the hollow of the restraining envelope
of the tyre, substantially as set forth with reference to Figs. 18, 28, 30 and 32.
10. An inflatible tube tyre for wheels consisting of a lamina of compressed
rubber, a lamina of native or adhesive rubber, and a lamina forming an inextensible
cover all united fast together throughout the contiguous surfaces of the lamina, and
forming together a single tube pneumatic tyre capable of automatically closing
and healing punctured holes, substantially as set forth with reference to Fig. 31.
11. The general combination and arrangement of parts constituting an automatic
puncture closing air tube for pneumatic tyres for wheels, substantially as set forth
with reference to Fig. 13 of the drawings.
12. The general combination and arrangement of parts constituting an automatic
puncture closing air tube for pneumatic tyres for wheels, substantially as set forth
with reference to Figs. 24, 25, 26, and 27 of the drawings.
13. The general combination and arrangement of parts constituting an automatic
puncture closing and healing air tube for pneumatic tyres for wheels, substantially
as set forth with reference to Figs. 14, 15, 16, 17, 18, 20, 21, 22, 23, 28, 30, 31
and 32.
14. The method of and processes for constructing an inner inflatible tube for
pneumatic tyres for wheels, which shall be automatically puncture closing,
substantially as set forth with reference to Figs. 1, 2, 3, 4, 5, 13, 14, 15, 16, and 17
of the drawings.
15. The method of and processes for constructing an inner inflatible tube for
pneumatic tyres for wheels, which shall be automatically puncture closing,
ubstantially as set forth with reference to Figs. 8, 20, 21, and 23 of the
Irawings.
16. The method of and processes for constructing an inner inflatible tube for
neumatic tyres for wheels, which shall be automatically puncture closing,

page_text: substantially as set forth with reference to Figs. 6, 7, 18, 19, 22, 28, and 29 of the
-drawings.
17. The method of and processes for constructing an inner inflatible tube for
pneumatic tyres for wheels, which shall be automatically puncture closing,
substantially as set forth with reference to Figs. 24, 25, 26, and 27 of the
-drawings.
18. The method of and processes for effecting and maintaining a lateral
compression of the substance of a pneumatic tube or tyre when inflated, substantially
as set forth with reference to Figs. 9, 10, 11, and 12 of the drawings.
Dated this 10th day of June 1892.
ATTA
WM. GOLDING.