Year: 1887

page_text: Date of Application, 15th June, 1837
Complete Left, 15th Mar., 1888
Complete Accepted, 1st June, 1888
I, JAMES ROBERTSON, of 8 Newhall Street, Birmingham, in the county of Warwick,
Engineer, do hereby declare the nature of my invention to be as follows:-
My Invention comprises new and improved modes of and means for shaping, com-
pressing, and sizing malleable-iron, steel, or other compressible metal rings or hoops,
and the rims and tyres of wheels, and for seating, deafening, bracing, and fixing the
same on to wheel, pulley, and disc axes, bosses, or arms, such as the metal tyres of
railway and road engine, carriage, or other vehicle wheels; also the rims of band and
frictional rim contact pulleys for the transmission of motion; the new and improved
means and apparatus being adaptable for effecting these purposes with the rings and
tyres in a cold state by external mechanical pressure and not as heretofore done by
the use of artificial heat, and for shrinking in the metal or mass of the rims and tyres
by heat the force necessary to contract on tightly the rims and tyres on their axes,
bosses, or arms as heretofore done, or by percussive force which may have sometimes
been used.
For the purposes of this invention the metal rings, hoops, rims, and tyres of wheels
may be cast, rolled out, welded, soldered, riveted, or otherwise formed of any suitable
compressible metal by the means and apparatus as articles of this kind are now made,
but the greatly increased range of fixing the rings or rims obtained by this new or
improved process affords facilities for side flanging or grooving and feathering,
seating and fastening them on the body rims or centres of their wheels, and for the
interposition between these of non-metallic elastic fastening deafening, as also means
for the prevention of abrasion between them, not heretofore attainable when shrinkage
by heat is employed as usual for fixing on said rims or tyres. In this way, these new
and improved side flanging or feathering and grooving or seating forms, together with

page_text: the interposition of elastic or jointing materials hetween the surfaces of the outer
rim or tyre and the body rim or central bosses or arms, all essentially part of my
invention. The absence or non-use of heat in securing the metal hoops, rings, rims,
and tyres, gives facilities for shaping not attainable when these articles are rendered
soft and less capable of resisting compression at the points where force by direct
contact pressure is not applied to their external surfaces; and the shaping of these
articles by this new and improved means and apparatus in a cold state also forms part
of my invention.
The new and improved apparatus, or new and improved application of apparatus,
for these new purposes, consists mainly of an internal matrix, formed by preference
of iron or steel, and shaped or turned out internally to the forin, diameter, or size of
the hoop, ring, rim or tyre required, and formed in two or more pieces of smaller
internal diameter than the external diameter of the hoop, ring, rim, or tyre to be
operated upon, to the extent it is desired to compress it inwardly, into which matrix
the hoop, ring, rim, or tyre is placed, and great force is applied to bring the matrices
together only attainable for most purposes by hydraulic cylinders and rams, an ordinary
hydraulic packing press being very suitable for bringing the forms of these matrices
when in halves or in two semicircular pieces together; and it is part of my invention
the application of hydraulic force by pistons or rams to effect these new and improved
shaping and sizing of rings, hoops, rims, and tyres of wheels for these purposes
(other than as applied by me in my invention for making and compressing rings for
the joints of tubes and in jointing the same described in the Provisional Specification
thereof, and for which Provisional Protection was granted to me, dated 18th November
1886, No. 14993).
In carrying out the improvements in a form suited for fixing on the tyres of
railway-carriage wheels and like purposes, the die matrix for compressing on the
tyre is composed of two castings by preference of steel of the same form and size, of
a semicircular form internally, corresponding to the exact shape which the finished tyre
requires to assume when compressed on its seat; and planed and jointed at their
closing end surfaces, and of a square form externally, each half matrix for this purpose
at their ends being of a length and depth of about a foot greater than the external
diameter of the tyre they are designed to compress, and about one third greater than
the breadth of the tyre they are made to grasp and compress upon its boss. The
outer base or external surfaces of the dies opposite their meeting or joint line, are
planed parallel to said joint line lengthwise, and square to the side line, so that they
are when placed in a hydraulic press with the one half resting on the ram table and
with the semicircular side upwards and the other fixed to the entablature or top sill
with the semicircular side downwards and the half dies opposite each other, their
internal surfaces, as described, are internally the same counterpart of the external
shape and size of the tyre when compressed on. Their base surfaces are also provided
with strong fixing snugs and bolt holes for fixing the under side matrices to the
surface of the ram plate by bolts. and the upper half of the matrix similarly to the
surface of the entablature or top sill. These surfaces are also provided with slot head
channels for placing the fixing bolts in for thus securing the two halves of the
matrices meeting each other in exact flush position internally when the ram with its
table is raised. The hydraulic press for this purpose may be similar in form to that
of an ordinary packing hydraulic press, with sufficient space or "daylight" between
the ram head plate or sill for the matrix and to open out same to receive the tyre
freely with table and sill shaped for fixing the halves of the matrix as described, and
of a strength and power to freely crush or compress up a wheel tyre from a larger to
a smaller diameter, to the degree of about half-an-inch on its diameter to free it in
this improved way on its boss. The wheel tyre may be for some forms of railway
carriage wheels just of the ordinary form internally as well as externally, but in an
improved form which I describe as part of this invention for securing on the tyre
sideways in conjunction with this process, its internal surface has formed in it a
channel about a quarter of an inch deep radially, leaving narrow side flanges into
which the boss or body rim of the wheel is made to enter, this channel being of a

page_text: width equal to the length of the corresponding projection on the said boss, which
central bess when of a solid form may be cast or turned to the exact broadth of the
channel in the tyre. The central boss being of a diameter just to pass in freely over
the side flange or flanges. Into the internal channel as described in the tyre, I place
an internal ring of flexible hard wood, or a ring of belting made of any good fibrous
or elastic compressible substance, which when compressed to a great degree becomes
hard and possessed of a great frictional holding power, and also having the quality
of deafening the sound or ringing action of the tyre on the wheel boss, as also of
decreasing the tendency of the tyre to expand in diameter or abrade or bear on its
boss by the rolling action. The tyre and its boss being thus formed, the wheel boss
placed in its tyre, and the tyre in the matrice, then all placed in a hydraulic press of
sufficent power to crush the metal of the tyre into a smaller diameter as described,
the press being put in operation compresses up and reduces the diameter of the tyre,
and crushes up the elastic substance placed in the internal channel of the tyre from
say a quarter of an inch to about say a sixteenth of an inch in thickness, the side
flanges on tyre thereby being made to overlap the edges of the boss to the extent of
about three-sixteenths of an inch and prevents it from coming off, without rivets or
other weakening or complicated methods of fastening, the wood or other elastic
substance being hardened up to a requisite degree by compression to produce a great
frictional hold, and also held in its place all round by the side flanges, the metal
securing it firmly in its seat and preserving it against injury, thus forming a very
efficient jointing connection of the tyre and its boss. Instead of the channel being
formed in the tyre, it may be formed in the wheel boss, and a corresponding projec-
tion inwards formed on the surface of the tyre; and the surfaces of the tyre and
boss may be curved or otherwise shaped in almost any of the many ways in which
these have heretofore been made, and for interposing between the tyre and boss
frictional binding elastic substances in the form of hemp or other cord wound on the
wheel boss and to prevent abrading action, the absence of heat in the tyre always
allowing this to be done in the best way with the exact degree of force required by
this means.
Besides the absence of great heat in the tyre (as is present when it is
fixed on by shrinkage) which of itself prevents most suitable elastic substances from
being used for this purpose, the degree of shrinkage attainable by heat in the tyre is
always uncertain and cannot be arrested until it is cooled down and frequently over-
strains the metal, whereas by this new and improved method of compressing on the
tyre the shrinking action may be arrested at pleasure at any point required, and the
point of the greatest safety is in this way easily reached. Instead of the locking
surfaces formed on the surfaces of the tyre and boss as described, plain surfaces both
on the tyre and boss will generally be found sufficiently secure and efficient, with the
interposing material either placed in a recess into the tyre, or wound upon the rin
of the boss, and simply compressed with great force, so as to embrace and harden
up the interposed jointing materials. The frictional hold of elastic substances as
described compressed with such a force as can be easily employed in this way is very
great and of itself sufficiently secure for holding on the rims and tyres of wheels for
almost all purposes; wood or fibrous substances of almost any kind of fibre may be
used in a woven or platted form in the forms of cord or belting or otherwise in the
many ways in which these substances are prepared, and may be previously
immersed in resinous and glutinous substances to preserve them from decay, still
more than by great compression, against the effects of wet or other injury. Asbestos
in the form of cloth or cord wound upon the boss may be used; this when com-
pressed closely is almost indestructible. Nevertheless, good flax, hemp, or grass cord
or belting immersed in red lead and oil and wound upon the boss will for most
wheels be found sufficiently good for almost all purposes, besides being inexpensive
and hardening up by pressure readily. Instead of being compressed on continuous
round bosses, the tyre inay be compressed up on bent segmental or tenoned arms in
most of the many ways these wheels are made, and corresponding notches or seats-
for the arins, heads, or bent curved arms may be formed in the boss, and the interpos-.
ing-materials may be placed in these notches or-seats or on the cross-heads, or elastic

page_text: interposing jointing material may be dispensed with entirely in any of these forms of
wheel tyres and bosses altogether, and other substances, such as soft metal, cement,
or paint used, or the tyre simply compressed on, metal to metal, on its boss. Instead
of the direct compression of the tyre on its boss, by one hydraulic cylinder and ram
as described, the matrix may be formed of three parts and two or more hydraulic
rams be used; and in like manner the matrix may be formed in any greater number
of parts, but for ordinary railway wheels two and three parts will be generally found
the most suitable. Instead of direct pressure from the ram of a hydraulic cylinder
as described, an arrangement for the use of a hydraulic cylinder to traverse and act
in the line of the axis of the wheel may be used, and the tyre matrix formed by pre-
ference of three parts. As in the example described turned out internally to the
finished external form of the tyre; and having their external surfaces turned conical
and made to enter a correspondingly internal conical strong ring casting by preference
of cast iron or cast steel, the angle of the cone to be so oblique as will not be bound
by friction when pressed into the ring casting with the great force of an angle say of
about 15 degrees to the axial line of the hydraulic ram and of the wheel, and which
will have the effect of increasing the force of the ram on the external surface of the
tyre, to about five times that on the entablature or sill of the press, being compressed
into this internal conical ring and on to the contained boss as described, with its
external conical matrix in three pieces placed around it, set on the ram head plate.
When this is raised up by the ram, the conical matrix is caused to enter into the
internal corresponding conical strong sill, which thereby simultaneously causes the
three parts of the matrix to collapse and compress up the tyre to the degree required,
the external surfaces of the matrix greased to reduce the friction on its surfaces in
the conical sill press head. In this way the tyres are compressed on upon the boss
with the force of the hydraulic ram increased about five times. This arrangement
may be also used with the ram of the press in a horizontal or other position than in
the vertical one described and the matrices can be contained in round square or
otherwise shaped inclined surfaced castings instead of round conical inclined surfaces
as described to increase the force of the press end, the matrices formed in two or any
greater number of sections to collapse and press in the tyre simultaneously. In
railway wheels with central bosses formed of wood, papier maché or other liko
substances, in which no interposing deafening material is required, it will be an
advantage to have deeper channel flanges on the tyre of a V shape or bevelled
outwards, and have the flanges left so thin as to be compressed in side-ways on these
soft substances, so as to hold the tyre laterally tight on the boss, and the ram head
plate and sill head be adapted to cress in these thin flanges at the same time or by
different operations.
These general arrangements are suitable for railway engine, and road engine wheels,
tramway car wheels and all like purposes. In its most simple form also for putting in
the tyres or rims on the wheels of a dray cart and all vehicle road carriages with
fellies of wood, metal, or otherwise. One of the most advantageous uses of this
invention will be found in putting on the rims of band pulleys for belts or ropes for
which the simple matrix composed of two pieces will be found generally the most
suitable. The rims of belt pulleys can be readily formed of iron or steel, rolled by
the ordinary endless rolling process or formed out of metal plate of the breadth and
thickness of the rim required and welded, soldered, or riveted or otherwise secured at
the joint or joints in one or more pieces and made suitable for being made in one piece
or in halves as may be required. The internal surface of the matrix to be made the
exact diameter and shape crosswise as the finished pulley is required to be, and so
round up and shape the pulley rim so accurately true that it will require no turning.
The central arms or boss can be formed of cast iron and formed with a narrow channel
to receive thin flexible wood jointing, or a band of rope, twine, fibrous belt, or of leather
or other soft substance, wood however, would be less expensive, and quite as suitable
for being compressed in by the rim with great force, would hold the rim in its place
sufficiently without other fastening. Where arms are used, instead of a continuous
central boss, there may be recesses in the arm heads for the insertion of pieces of wood.

page_text: or other soft compressible binding substance, or where wrought-iron arms are used, or
otherwise the arms may have tenon ends and collars and corresponding holes bored in
the rims for these tenons passing through, and have the rim compressed in upon the
collars, the tenons being afterwards riveted down flush with the external surface of the
pulley rim completes the pulley. In very broad pulleys two or more axis boss centres
may be used so as to produce a strong pulley with a a very light rim, the matrix can
also be adapted to fold down a flange at or on the edges inwards, so as to give increased
rigidity to the edges of the pulley rim. The rims of pulleys required to be very strong
may also have the rims formed of channel or T-iron bars, and have the central bosses
or arms of these adapted for rims of this description. In like manner also the rims
and wheels and pulley's for rope surface and plane or wedge and groove surface frictional
contact driving wheels can be formed. For rope surface contact wheels-channel iron
strips or bars can be used with flanges of the required height projecting up at the
sides externally for holding the rope side-ways on the rim in the manner of these wheels.
For wedge and groove and rope pulleys the rims may be rolled out of solid rings of
iron or steel or other metal with one or more grooves or may be formed ont of bars
or plates of iron with joints welded, riveted or otherwise united, and compressed on
upon bosses or arms as described, or for some purposes the grooves may be formed
sufficiently deep by the matrix out of flat sheet steel of a good pliant quality. Hand
wheels with rims of round-iron particularly for wheels of this description for wind-
lasses, ship steering gear and the like can also be very advantageously constructed in
this way and compressed on upon light arms with holes bored in their internal surface
to a small depth to receive and hold the arm heads securely in their positions. Wheels
of any cross section of rim and for almost any purpose can be readily constructed in
this way. It is also part of my invention to construct cog wheels on this plan par-
ticularly of those with rims and cogs cast or formed of steel which does not contract
so uniformly about the arms and bosses as cast-iron and very liable to get cracked or
otherwise damaged in cooling. It is mainly also in the cogs and rim of wheels of
this description that the greater strength of steel over cast iron is required, cast iron
as a rule being better for the purposes of the boss and arms, and by the use of cast
iron centres a great saving in expense as well as a more reliable structure of wheel is
obtained. By reason of the uneven nature of the cogs which cannot so readily be
well greased, on the matrix surfaces to slip over cogs; the matrices suit best for this
description of wheel to be in three or more sections. The matrices can be variously
formed and variously operated, the compression on the metal rims of wheels on separate
bosses, centre pieces of arms or otherwise by matrices wrought or operated by external
mechanical pressure being as described the essence of my invention.
Dated this 15th day of June 1887.

page_text: Improvements in and Connected with the Manufacture or the
Shaping and Compressing of Metal Rings, Hoops, Rims, and
Tyres of Wheels or Pulleys, and in Securing the same on their
Body or Centre Rims, Arms, and Bosses, and in Apparatus
therefor.
I, JAMES ROBERTSON, of 8 Newhall Street, Birmingham, in the county of
Warwick, Engineer, do hereby declare the nature of my said invention, and in what
manner the same is to be performed, to be particularly described and ascertained in
and by the following statement in writing, reference being had to the accompanying
Four Sheets of Drawings, and to the letters and figures marked thereon, that is
to say :-
My Invention comprises new and improved modes of and means for shaping, com-
pressing, and sizing malleable-iron, steel, or other compressible metal rings or hoops,
and the rims and tyres of wheels, and for seating, deafening, bracing, and fixing the
same on to wheel, pulley, and disc axes, bosses, or arms, such as the metal tyres of
railway and road engine, carriage, or other vehicle wheels; also the rims of band and
frictional rim contact pulleys, rims of cog-wheels, and for the transmission of motion
and rolling purposes; these new and improved means and apparatus being adaptable
for effecting these purposes with the rings and tyres in a cold state, or so cold as not
to injure any ordinary fibrous deafening or fixing materials interposed between the
surfaces thereof, by external mechanical pressure and not as heretofore done by the
use of artificial heat, and for shrinking on the metal or mass of the rims and tyres by
heat the force necessary to contract on tightly the rims and tyres of wheels on their
axes or axis pieces, bosses, or arms as heretofore done by heat, or by percussive force,
which may have sometimes been used.
For the purposes of this invention the metal rings, hoops, rims, and tyres of wheels
may be cast, rolled out, welded, soldered, riveted or otherwise formed of any suitable
compressible metal by the means and apparatus as articles of this kind are now made,
but the greatly increased range of contraction for fixing the rings or rims obtained
by this new or improved process affords facilities for side flanging or grooving,
feathering, seating, and fastening them on the body rims or centres of their wheels
and for the interposition between these of non-metallic elastic fastening deafening
materials, as also means for the prevention of abrasion between them not heretofore
attainable when shrinking by heat, as employed as usual for fixing on said rims or
tyres. In this way, these new and improved side flanging or feathering and grooving
or seating forms, together with the interposition of clastic or jointing material
between the inside surfaces of the rim or tyre and the body rim or central bosses or
arms of the wheels in conjunction effected by this new and improved means and
apparatus, an essential part of my invention. The absence or non-use of heat in
compressing in this way the metal hoops, rings, rims, and tyres, gives facilities for

page_text: shaping and sizing not attainable when these articles are rendered soft by heat and
less capable of resisting compression at the points where force by direct contact
pressure is not applied to their external surfaces; and the shaping and sizing of these
articles by this new and improved means and apparatus in a cold state also forms part
of my invention.
The new and improved apparatus and new and improved application of apparatus,
for these new purposes consist mainly of an internal matrice, formed by preference of
iron or steel, and shaped or turned out internally to the form, diameter, or size of the
hoop, ring, rim, or tyre to be operated upon to the extent it is desired to compress it
inwardly, into which matrice the hoop, ring, rim, or tyre is placed, and great force is
applied to bring the matrices together, only attainable for most purposes by hydraulic
cylinders and rams, an ordinary hydraulic packing press being very suitable for
bringing the forms of these matrices, when in halves or in two semicircular pieces,
together; and it is part of my invention, the application of hydraulic force by pistons
or rams to effect these new and improved shaping and sizing of rings, hoops, rims,
and tyres of wheels and axis pulleys for these purposes (other than as applied by me
in my invention for making and compressing rings for the joints of tubes, and in
jointing the same, described in the Specification thereof and for which Lettors
Patent were granted to me of the United Kingdom, dated 18th November 1886,
No. 14,993).
In carrying out these improvements in one form suited for fixing on the tyres of
railway carriage or wagon wheels and for re-fixing tyres on their bosses or arms after
they have been loosened by wear in rolling on roads or rails or otherwise, by simply
placing the loosened tyre and wheel in a matrice and press, and compressing on the tyre
afresh, instead of taking it off the rim and reducing its diameter as now donc, and shrink-
ing it on afresh by heating it and thereafter cooling on its seat in the ordinary way.
It is part of my invention to apply and use a hydraulic press or hydraulic
pressing tool for closing up the tyre matrices on the tyres on their bosses or
armed centres embraced in this way. It is the best mechanical means for effecting
this purpose, and I modify it in several ways as hereinafter shown, which modifications
and applications for this purpose, also form part of my invention. In the first
example I shall first show the use of a press in the form of an ordinary bale-packing
hydraulic press for closing these matrices of one form over a railway wheel tyre
matrice and central rim and boss, which is suitable particularly for closing these
matrices for tyres when formed in halves, and its application is also part of my
invention. For the purpose of explaining the manner in which I carry out into effect
or practice my invention, I append Four Sheets of Drawings or Diagrains illustrating
the modes of shaping and compressing on metal rings, hoops, rims, and tyres of
wheels or pulleys, and securing same on their body or central rims, arms, and bosses,
and new and improved applications of apparatus for same. I use throughout the
following description the same letters and numerals to indicate like parts in all the
Figures where shown, in order as far as possible to avoid needless repetition in
describing the various modifications shown. The arrows indicate the direction of the
closing motion of the matrices in all the Figures, and in the cross sectional elevations
of the matrices and wheels they are all shown through the centre line of same.
Figure 1 is an end elevation and Figure 2 a side sectional clevation of my railway
tyre matrice, shown in this example formed in halves A and A' and of materials by
preference of cast steel. A breadth of matrice is shown greater than the breadth of
the tyre B and tyre seat A² in same, mainly for the purpose of giving strength to the
matrice, and proportioned otherwise to give the requisite strength to each half of the
matrice. The meeting surfaces a, a, are planed to form an accurately closing joint. The
lower half A is shown provided with bolt-hole snugs A³ A³ for bolting it to the top
plate D of the actuating press, and is planed on its base a¹ parallel with their joint
meeting surfaces a, a, for resting on the hydraulic ram top plate D, of the
press used
for closing it. The top half of the matrice A' is shown as similarly provided with
bolt snugs A* A* for securing it to the top sill E of the actuating press and its top
abutting surface a¹ also planed similarly as the base of the bottom half matrice A

page_text: Its internal surface when both halves are held together, is accurately turned out in a
lathe to the shape shown in Figure 2, the seat A2 in the matrice of the wheel boss
when the halves are closed being turned out to the shape and diameter the tyre
assumes when it is compressed upon its wheel rim or boss C.
Figure 3 is a similar end elevation, and Figure 4 a side sectional elevation with the
halves of the matrice A and A¹ sundered sufficiently apart to take the wheel tyre B
and wheel rim or boss C in between these half matrices before it is compressed upon
its boss C. The tyre B for this class of railway wheels being shown operated upon,
is of the ordinary wrought-iron form with tyre rim boss C, arms C³, and axis nave C²,
all welded up in one piece and shown in this example compressed upon its boss C metal
to metal. The tyre in this case requires to be only about a quarter of an inch larger
in internal diameter than the external diameter of the rim C it has to be compressed
upon, to allow the tyre to go on it freely, and for which this form of matrice A, A¹, is
best suited.
Figure 5 is an end elevation and Figure 6 a side elevation of a hydraulic press of
sufficient power for compressing up a railway-wheel tyre in this form of matrice.
The hydraulic press used for this external form of matrice is similar to an ordinary.
hydraulic bale packing press; the ram head D on which the lower half of the matrice Å
rests, has its base planed and provided with bolt slot holes for the bolts, D¹ and D², to
fix down the lower half of the matrice to it. The crosshead E has also its under
abutting surface for the upper half of the matrice A¹ planed, and provided with slot
bolt holes for the bolts, E, E, shown for fixing up this upper half of the matrice, and
for adjusting and setting the halves of the matrices and the internal seat A' in it for
the tyre B being previously bored out to suit the tyre, to form thereby a true internal
circular matrice when the halves A and A' of the matrice are closed together, all as
shown. The parts of the press are all clearly shown by the Drawings, the ram head D
being shown cast in one piece with the ram D³. The cylinder F is shown in section
along with its cover F¹ and bolts of same F2; the cylinder is shown provided with
four strong stay snugs in which the four main stays G, G1, G2, G³, are shown placed
and shown correspondingly fixed to the crosshead E. The cylinder F is shown in
section with water way and water pipe H. The press may be wrought either with
hand or other power hydraulic pumps, and all being similar to an ordinary packing
press need not be more particularly described. The form of the tyre B is of an
ordinary form and shown in Figures 5 and 6, being compressed on to a wrought-iron
wheel boss C and rim C, C1, C2, also of an ordinary form with the internal outer main
guard collar B2 on the rim C of the wheel. I prevent the tyre moving inwards and
the edge of the wheel rim C is partially riveted over the tyre B at B³ to prevent it
from moving outwards as ordinarily done.
Figures 3 and 4 show the matrice sundered apart as described to the requisite
distance for getting in the tyre B in a loose state into its seat A2 in the matrice and
placed over the rim of the wheel. The distance the halves of the matrice are sundered
indicates the length of the stroke necessary in the press to close the matrices. The
halves of the matrice A A' are shown closed up entirely in Figures 5 and 6, and
the tyre B compressed on to the rim C of the wheel, and shown dotted-in in
Figure 5 in its lowest uncompressed position. The tyre seat A2 in the matrice is
well oiled or greased, and the compressing action on the tyre under the pressure,
takes place equally throughout all the rim of the tyre.
In regard to the strength and force of the press necessary to compress on a
railway-wheel tyre: in the first place, it must have power or force capable of
crushing up the metal of the tyre in its cross section through the centre of the
tyre, although its action takes place about equally all over it, and taking it as being
formed as ordinarily made of mild steel requiring about 20 tons pressure per square
inch to crush it up freely and the tyre of the ordinary proportion of 10 square
inches on each side or in the cross section of its rim being thereby 20 square inches
of metal to crush up and each square inch requiring 20 tons of force makes it neces-
sary on these conditions to have a force for this part of the work to be done equal to
400 tons pressure from the press; and in order to fix on a tyre properly it has been

page_text: found that whether for compressing up tyres metal to metal on their bosses, or in
interposing elastic cushioning materials in between the surfaces of the tyre and the
rim or boss of the wheel, it requires about three-fourths of the force or pressure
which is necessary to compress in the tyre of itself from the press to close the tyre
upon its wheel rim boss C properly. In this way a force or pressure in all from the
press used for compressing up a railway wheel tyre of this material and proportion
or cross section of about 700 tons. The press while it is really doing its work being
usually done in about half an inch of traverse of the ram of the press and only up
at this its full force at the point of pressure when the tyre is finally fixed on, this
operation is easily effected by a few strokes of a hand hydraulic pump and all done
in a few minutes. This general statement of the force necessary to effect this new
and improved tyre compressing on action will indicate generally the power and
strength of a hydraulic press necessary for tyreing railway wheels, which is tho
heaviest class of work is here shown used for, the generality of the purposes to
which this new and improved mode of fixing on wheel tyres as hereinafter shown
applied to, requiring presses of smaller power. The strength of the presses for the
several purposes hereinafter described being shown proportioned to the work to be
done, and mainly depending on two conditions, namely, on the compressibility of the
metal used for the tyre and the area of its cross section.
Figure 7 is an end elevation and Figure 8 a side elevation of a generally similar
hydraulic press to that just described, having the cylinder placed vertically, but in
which the matrice of the wheel tyre is formed into the four pieces A, A', A³, and A.
The ram head on its upper end resting surfaces D³ for the two under pieces of
the matrice A and A¹ on each side being planed to an angle of 45° to the axis line of
the hydraulic ram D³ on the strong projections D6 of same. The planed abutting
surfaces of the two quarter matrice pieces A and A¹ being also planed and left free
to traverse in either direction for opening out the matrice to a larger diameter inter-
nally to take in the tyre of the contained railway wheel shown, as they are raised
up on the slipping surfaces formed on the ram head and closing in on the tyre as
indicated by the arrows placed on same as they are moved down on these surfaces, or
the surfaces of the ram head moved up on them. The under abutting surfaces of the
crosshead E', are shown similarly formed and also planed smoothly and shown con-
tained on these surfaces to the two top quarter pieces of the matrice A and A', the
abutting surfaces of all the four sections of the tyre matrices being in a tangential
position to the wheel tyre B and the movement inwards on the tyre, all as indicated
by the arrows on same. These two top quarters of the matrice A3 and A° when
there is no tyre placed in the press, are held up to the planed sloping surfaces of the
crosshead E by having the slots A' planed in them about an inch deep and parallel
to their abutting surfaces, into which are inserted the ends of the holding up guide
pieces E shown bolted up to the overlapping side ribs of the crosshead abutting
surfaces. These slots A' are longer than the breadth of the guide piece E* inserted
into them and when there is no tyre in the press, allow these upper pieces of the
matrice A and A to fall down along their abuiting surfaces on the crosshead until
they are sufficiently opened apart and out to take in a tyre freely. The under
quarters of the matrice A and A' by the ram and all resting on it, are caused to
descend by the release of the water under it, and opens out these under pieces of
the matrice A and A' correspondingly for the introduction of the tyre, the dotted
lines d d indicating the position the ram head D) and all it contains when the ram D³
is down in the cylinder as shown by Figure 7, in which the cylinder F is shown in
section, the same reference letters referring to like parts as in Figures 1 to 6. A
railway wheel on its axle along with its companion wheel C on the axle C³ is here
shown being operate: upon and in a fully compressed up position.
Figure 9 is an end elevation and Figure 10 a side sectional elevation of the matrice
for these wheels shown sundered apart about the distance required when the com-
pression action begins to take place on the tyre, showing the guiding and suspending
slots A', A7, in the upper sections of the matrices A, A, in which the ends of the
guiding plates E' are inserted the depth of these slots in the sides of the matrice,
B

page_text: being shown in Figure 10 by the dotted lines A'. In the matrices used for thick
strong tyres such as are used for railway wheels, it is not necessary that the meeting
ends of the matrices should close alogether when the tyre is closed up, the ends may
be an inch apart from each other without any material drawback, so that, particularly
for railway wheel repairs where the sizes of the tyres to be dealt with vary considerably,
the degree of compression to be effected has to be regulated by observing when the
tyre is sufficiently compressed up.
The action of this form of matrice and of the several forms of tyres and wheels,
and the action of the matrices on same, are hereinafter more particularly described.
Lustead of direct pressure from the ram of a hydraulic press, as described in con-
nection with Figures 1 to 8 on Sheet 1 of my Drawings, an arrangement in which
the use of a press to traverse and act in line of the axis of the wheel may be used for
operating the matrice, in which case the matrice can be conveniently operated in any
number of pieces, and the greater the number of pieces or sections it is divided into
the less the range of actual motion of the matrice inwards on the tyre under pressure
from the starting point, owing to the tyre, when the matrice is much sub-divided,
plying at starting more closely to the tyre than when in few pieces and has or may
have also the advantage of increasing the power of the ram on the matrice and tyre
very greatly.
--
Figure 11 on sheet 2 is an elevation partly in section and Figure 12 an external
plan of a hydraulic press of this form, showing in section, by Figure 1, the tyre
wheel matrice A, A. In this arrangement the matrice is formed in eight
pieces A, A¹, A5, A6, A8, Aº, A, A", in their containing crosshead E, which is
planed out internally in an octagonal tapering form as shown, and by preference
formed of steel, great strength being necessary. The wheel tyre B is shown in this
arrangement fully compressed upon its wooden wheel boss C, and the nave C² upon
one of my improved railway wheels, which improvement can only be effected by this
new and improved mode of compressing on the tyre of same, to be hereinafter more
fully explained. The matrice in eight pieces and in a correspondingly tapering
octagonal form is shown in its position in the crosshead to show the state of the
several parts of the contained railway wheel when finished and also the position in
the crosshead E and state of the wheel matrice A to A¹¹, when fully compressed upon
the boss C. The ram head plate D with its ram D³ is shown down to the bottom of
its stroke by the sectional elevation of the hydraulic cylinder F, the ram head
plate D being shown supporting my improved railway wheel with its tyre B and
wooden disc boss (and nave (2, shown in section in the state it is in before the
tyre B is compressed on. The several pieces of the matrice are shown in section
through the line a
b in Figure 12, and placed apart round the wheel tyre B in
the state and position all are in before the ram D³ is caused to ascend, which when
it has raised up the matrice and its contents to the position shown in the cross head
and forced and compressed in the tyre B to its required diameter and fixed it upon its
boss C. The motions of the pieces of the matrice inwards and the ram when compressing
the matrice upon the contained wheel tyre and wheel, being as indicated by the
arrows on same. This arrangement increases the compressing power of the hydraulic
ram D³ very much. The taper or angle of the internal octagonal surface of the
crosshead E should not be much less than 15° to the axis line of the ram, otherwise
the pieces of the matrice would tend to bind themselves in it. The external surfaces
of the matrice, as well as their internal surface in this modification, should be well
lubricated to cause them to effect the compression with as little loss of power from
friction on their surfaces as possible, and allow them to be released out of the cross-
head E in its compressed on position readily. Instead of the internal surface of the
crosshead E being formed in a polygonal form or into flat seats for the several pieces
of the matrice as herein described, the internal surface of the crosshead E may
be
turned out conically and the pieces of the matrice also formed in the external surface
of a corresponding round conical form, but the polygonal form has the advantage of
obtaining a continuous fitting surface between the surface of the crosshead and
surfaces of the pieces of the matrice throughout all the stroke of the press or traverse

page_text: of the matrice, which the round conical form does not do; the polygonal form is
therefore the best.
One of the most advantageous uses of this invention will be found in putting on
the rims of band pulleys for belts or ropes, for which the simple matrice composed
of four pieces will generally be found the most suitable. The rims of belt pulleys
can be readily formed of iron or steel, rolled by the ordinary endless rolling process,
or formed out of metal plates of the breadth and thickness of the rim required, and
welded, soldered, or riveted, or otherwise secured at the joint or joints in one or
more pieces, and made suitable for being made in one piece or in halves, as may be
required. The internal surface of the matrice is made the exact diameter and shape
crosswise as the finished pulley is required to be, and so round up and shape the
pulley rim so accurately true that it will require no turning. The central armis or
boss can be formed of cast-iron, and formed with a narrow channel to receive thin
flexible wood jointing, or a band of rope, twine, fibrous belt, or of leather or other
soft substance; wood, however, is less expensive, and generally as suitable for being
compressed in by the rim with great force, and hold the rim in its place sufficiently
without other fastening. Where arms are used, instead of a continuous central rim
or boss, there may be recesses in the arm heads for the insertion of pieces of wood,
or other soft compressible binding substance, or where wrought-iron arms are used
or otherwise, the arms may have tenon ends and collars and corresponding holes bored
in the rims for these tenons passing through, and have the rim compressed in upon
the collars, the tenons being afterwards riveted down flush with the external surface
of the pulloy rim, completes the pulley. In very broad pulleys or rolls, two or more
axis boss centres may be used, so as to produce a strong pulley or roll with a very
light rim, the matrice can also be adapted to fold down a flange at or on the edges
inwards, so as to give increased rigidity to the edges of the pulley rim. The rims of
pulleys required to be very strong, may also have the rims formed of channel or
T-iron bars, and have the central bosses or arms of these adapted for rims of this
description.
;
Figure 13 is a plan partly in section, Figure 14 a side elevation partly in section,
and Figure 15 an end elevation through the line c, d, in Figures 13 and 14, also in
section, of a modification of a hydraulic press having the axis line of its cylinder and
ram placed horizontally and made to operate a matrice externally in four sections,
similar to that described in connection with Figures 7 to 10 on Sheet 1 of my
Drawings, and made suitable for putting the tyres of large size belt pulleys, and
generally for putting on the rims of belt pulleys, cog and frictional wheels and the
like, which vary in breadth greatly. The main feature in which this press is different
from that described in connection with Figures 7 and 8 on Sheet 1 of my Drawings
consists essentially in the introduction of an adjusting or rising and falling table on
which the matrices and rims or tyres of a large range of different breadths can be
worked, and of almost any form of cross section. The hydraulic cylinder F and
cylinder head or crosshead D, also move and operate the matrice, the ram D³ on its
after end having a cross-piece D' in which the seats for the square main stays with
T-heads G of the press G, G1, G2, and G³, are shown fixed, these stays extending
forward to the crosshead E; and at their ends they are also provided with similar
T thrust heads Gat this end, which holds up the crosshead in like manner against
the pressure exerted on the matrice by the cylinder of the press. The water pipe H
being shown entered into the cylinder through the bottom of the hollow ram D³. The
four-section matrices A, A, A, and A are shown with their contained pulley tyre B
of this flat cast-iron boss rim (', arms C, and nave C2, all cast in one piece (in a
form to be bereinafter more particularly described) fully pressed up and contained
between the crosshead E and cylinder head D, and supported vertically by the
adjusting plate I, which rest on the two cross beams J and J, and these cross beams J
and J by the long adjusting screws J, J2, J, J2, which are suspended from the
main tie rods G, G³, by the intervening hook-ended plates K, K. The bolts J² and
nuts thereby provide ready facilities for raising up the pulley tyre and matrice resting
plate I, so as to bring the centre of the rim tyre crosswise to or near to the centre

page_text: line of the hydraulic cylinder F when operating on a pulley with a narrow rim and
of lowering down the plate I when operating on a pulley or wheel with a broad rim
or tyro so that its centre crosswise may also be at or near the centre line of the
hydraulic cylinder. The depth of the matrices may on their compressing surfaces be
made considerably greater than the width of the crosshead and cylinder head
surfaces which operate them so as to suit a pulley of much greater breadth than
as shown compressed in this example. For drawing back the ram cylinder, a
screw M is shown connected to the cylinder by the snug N, and operated by the
hand wheel O.
For wheels with narrow tyres, such as carriage wheels with wooden felloes, hand
wheels with round rims, belt pulleys, cog or frictional wheels with small breadths, a
convenient and simple arrangement of tyre compressing on tool consists of the main
frame of same being formed of a single casting and the matrice either operated direct
by a hydraulic ram or by the intervention of a wedge to move the matrice forcing
plate bead.
Figure 16 is a plan, Figure 17 a side elevation, and Figure 18 a side sectional elevation
through the line e--f, in Figure 16, of a matrice in four sections A, A', A³, and A
of this formn, shown operating on a tire B being compressed upon the ordinary form
of road carriage wheel, having wooden felloes (), wooden spokes C and nave (".
A strong cast-iron plate E, which mainly serves the same ends as the crossheads in
the other forms of matrice actuating presses just described, having similar guide
pieces E on it of the full vertical breadth of the matrice they are desired to actuate,
the breadths of tyres for carriage wheels of this class usually ranging from one inch
to five inches and then formed crosswise slightly conical, so that the internal surface
of these matrices for this purpose are by preference formed correspondingly conical,
and on acting on tyres of equal cross section obtain by the compressing up action a
corresponding conical shape both in their external and internal surfaces. The plate E
is shown with hole E' in it, through which the nave C2 of the wheel projects, a plane
surface E on the top of this plate suitable in form as shown for the lower flat sides
of the four pieces of the matrices resting upon, as also the tyre C and wooden felloes
of the contained wheel: Also for receiving and guiding the flat plate shaped actuating
ram or forcing head D for compressing up the matrices its abutting edges D' being
planed on their surfaces to act on the matrice at an angle of 90° to each other and
the sides of it D planed parallel and made a working fit to the strong upwardly
projecting ribs E', which are correspondingly planed on their inside surfaces to
receive the forcing head D, and which is further guided in an upward direction by
the two small separate slide plates E', which are shown bolted to the main plate
crosshead and overlapping a working fit, the crosshead D being free to move outwards
from the position shown, sufficiently far to give room to sunder out the pieces of the
matrice for the tyre C. For actuating or pressing up this matrice actuating head
piece D, it is planed in a square form on its after edge D8 and strong steel wedge
piece L is shown placed into corresponding working or traversing seats for it formed
between the edge of this compressing plate D and the strong upwardly projecting
rib E formed on the plate E, its inner surface being also planed smoothly, forming
a good abutting and working surface for the wedge, the degree of taper of which
being such as to enable it when its working edges are well lubricated and moved
inwards to force forward the matrice forcing plate or ram head D, with less force as
applied to the wedge than if the actuating force were applied direct by an actuating
hydraulic ram as shown used in the foregoing forms of presses used. The wedge piece L
has such a degree of taper on it as will readily release itself whenever the pressure on it
to force it outwards is released, and in this way easily moved backwards, and it is
shown of sufficient length to leave room for the matrice pressing head plate D, being
moved back to give room for sundering the pieces A, A', A, A, to get in the tyre B.
Figures 16 and 17 show this wedge piece L, also guided in an upward direction by
the strong ribs E and the matrice, tyre, and contained wheel, and all the parts, being
shown in section by Figure 16 through the centre line e--fin Figure 16, and the
-motions of all while compressing up the tyre B, indicated by the arrows on same

page_text: fully explain this arrangement of tyre compressing up tool. The wedge L may be
otherwise actuated, but a ram D³ is shown, broken off short, applied to it, and with
the two stays G, G¹, also for holding the cylinder of same up to its work, which stays
are also shown broken off short. The wedge L may be otherwise imechanically
actuated.
For broad pulleys or rolls having compressible rims or tyres, two or more axis
bosses or centres may be used, and these may be compressed on by one or more
successive operations in a short matrice throughout their length, but where it can be
accomplished it will be best done at one operation, and a modification of matrice and
hydraulic press, somewhat analogous to that described in connection with Figures 11.
and 12 on Sheet 2 of my Drawings, but having the matrice in halves, is here shown
for this purpose.
Figure 19 on sheet 3 is a side elevation and Figure 20 a sectional plan through
the centre line g--h in Figure 19, of the half-formed matrice A, A¹, containing
crosshead E of same, and the hydraulic ram D3 and its cylinder F, and Figure 21
is a front external end elevation of the matrice in halves A, A', and its containing
crosshead by itself, showing the form of the crosshead E in end elevation which is
open on its top side, and has shown formed on its side external surfaces, a succession
of inwardly projecting inclined surfaces E, the bottom surface of this square-formed
cavity for receiving the matrices being planed out in a continuous surface for the
lower surfaces of the halves of the matrice A and A' resting upon, and left free to
slide back from the position they are shown in Figure 19 & 20 towards the hydraulic
cylinder. Each half matrice piece A, A' has on its side external surface inclined
vertical strip surfaces A¹ formed on it, corresponding to the internal surfaces E°
formed on its containing crosshead E on which the halves A A¹ of the matrice rest,
and are shown resting against, in a closed up state by the force from the hydraulic
ram D. Through the intervention of the hollow cross pressing piece or separate ram
head D, shown in section in Figure 20, and the matrice when so pressed up endwise,
as indicated by the arrows on it, against the inclined surfaces E' in the crosshead E
is closed in on any contained body with the force of the hydraulic ram D³ thus
augmented by the successive wedging or inclined surfaces on it A" against the
A broad steel rim or
corresponding inclined surfaces on its containing crosshead E.
tyre B is shown compressed upon the bosses C, C, C, (which have channels formed
on their peripheries contained in them for elastic fixing materials to be hereinafter
more particularly described) and these bosses C, C, C, fixed on a roll axis C³, and all
compressed on firmly and shaped accurately in a round form, but which may be
tapering instead of parallel, or otherwise. When the ram D³ and separate hollow
rain D is moved backward a short distance, the halves of the matrice A A' become
free to be moved backward, and the projecting inclined surfaces on the matrice A¹²
thereafter free to be moved aside into the corresponding recesses E" in the crosshead,
and thus allow the halves of the matrice to be opened and the tyre B thus formed
compressed on roll rin bosses and axes, and thereafter allow the roll to be freely
removed. Rins of broader rolls can be compressed on in this way by the matrice
shown, by successive operations, the movable crosshead E being formed hollow to
allow of these projecting through it. These matrices formed in the foregoing forms
as indicated, may be operated by two or more hydraulic rams for the necessary power
for forcing them together over their contained articlo increased through the inter-
vention of inclined planes or wedges, as shown, or by screws or toggle joints arranged
to cause the power applied to be theoretically infinite at or near the final closing up
point, but the modes shown of actuating these matrices I consider the best and as part
of my invention thus applied for, this new and improved application of matrices for
the purpose of shaping and compressing metal rings, hoops, rims, tyres of wheels,
pulleys, or rolls.
Figure 22 is a sectional elevation, Figure 23 a side sectional elevation, and
Figure 24 a plan of a matrice in three pieces A, A', and A³, in which the lower
parts A and A¹ are contained in the ram-head D in the angular abutting and sliding
surface D and projections D' forming the crosshead, and strengthened by side

page_text: guiding ribs D' formed in one piece with the crosshead, the parts A and A¹ of the
matrice being shown in its closed-up state over a belt pulley rim or tyre B and cast-
metal boss C. In a similar way the ram head D may be formed to grasp a matrice
formed in two pieces only with its matrice abutting internal sliding surfaces placed to
each other at a still more acute angle and which still further thereby increases the
actuating initial power from the ram of the press or other means which can be carried
out in various ways. For decreasing the diameter of the matrices particularly where
the decrease required is small,, this can he generally carried out in all these matrices
by inserting liners inside the matrice and when the matrice is in halves, and a steel
annular liner to be used of some considerable thickness it suits hest to use such a
liner in three pieces and to place the three pieces of the liners so that the meeting
ends of same will not be near the meeting or joint surfaces of the matrice.
Figure 25 is an end elevation and Figure 26 a side elevation of a matrice in
halves A, A, with reducing liners shown closed up in it in three pieces A13, A4, A¹5.
In a similar way Figures 27 and 28 show a liner placed in a matrice formed in four
pieces with a liner closed up in it with the abutting ends of these four pieces A¹³, A¹
A, A, shown placed at or near to the centre lengthwise in each piece of the
matrice to cross or overlap the joints of the ends of the several pieces of the main
matrice and so generally is the best means of using reducing liners. These liners are
also easily fitted, sized, and shaped from bars of iron or any compressible metal
roughly cut off to the right length and roughly shaped and brought together by the
press in the matrice, which quickly shapes and fits them effectually to the original
matrice; and it is part of my invention to shape and size segmental rings of metal
in this way.
Figure 29 is an end elevation and Figure 30 a side elevation of a matrice in halves,
with a thin liner A¹³ in one piece open at the end, shown inserted; when very thin,
this form of liner may be sprung on upon the rim or tyre of the wheel, which suits
best but these thin liners may be used of thin sheet metal of several pieces, and
even paper or any thin pliant substance of small compressibility may be used. To
shape and size tyres and rims of wheels, all of these matrices are more or less suitable
and important for many purposes. In the endless rolling of railway tyres and all
tyres generally used for railway and other wheels to be put on in the ordinary way it
is difficult to size them in diameter accurately in the rolling, although they should be
otherwise right and by the use of these matrices if the tyre so rolled are large
enough it is easy to size them down to the diameter required when they are in a cold
state. For a form of matrice as an example for shaping rings of compressible metal
into tyres suitable for rope pulleys and like purposes in a cold state out of thin sheet
or plate metal welded or formed first into a flat ring or hook.
Figure 31 is an end elevation and Figure 32 a side elevation of a suitable matrice
in four pieces, which show the matrice fully closed up on the rope pulley grooved ring
or tyre B and fully shaped in same. When done in a cold state in this way the outer
edges are sufficiently non-compressible to resist following the compressed-in part in
the centre, and hence can be shaped in this way without a central core or inner
matrice as would be required to shape these and like articles in a hot state.
Figure 33 is an end elevation and Figure 34 a side sectional elevation of the same
matrices sundered apart sufficiently far to admit the blank flat ring tyre B, shown
placed in them before it is compressed up. In this blank state it requires to be the
same or slightly larger in diameter than the diameter of the outer edge of the rim
when finished.
Figure 35 is an end elevation and Figure 36 a side sectional elevation of a rope
groove pulley rim tyre B, being of the same general form and construction as that
just described, but having two grooves instead of one only. Figure 37 is an end
elevation and Figure 38 a side elevation showing the parts of the matrice sundered
apart sufficiently to admit the straight rim blank C to be placed in it before it is
compressed into shape and upon its centre rim arms C² and nave C2.
My new and improved mode of compressing on the tyres of railway wheels is
described in connection with Figures 1 to 10 on. Sheet I of my Drawings, and in

page_text: connection with Figures 11 and 12 on Sheet 2 of my Drawings, and generally by the
foregoing matter in which the details of the most suitable modes of actuating the
tyre matrices are described, and generally also of the improved modes of securing
deafening or crushing the tyres on their rims or bosses; but in order to show
more accurately the improved modes of effecting these purposes as applied and
conjoined by this new and improved means of compressing on these tyres and
improved mode of side fixing and securing the tyres on their wheel bosses and rims,
I illustrate hereinafter the general feature of these improvements by Drawings of this
class of wheels to a larger scale than could be well accomplished along with the
matrices and hydraulic presses for same.
Figure 39 is an end elevation of a common form of railway wheel partly broken
off, and Figure 40 a side sectional clevation correspondingly broken off to illustrate
the tyre B, and the form of its internal rim surface B¹ or seat of the boss C, and the
cushioning materials P used in this example being cord of a quarter of an inch in
diameter so interposed. This is furthur illustrated by the enlarged cross sectional
Drawing of the tyre B and wheel boss only Figure 41, shown fully compressed up
between the surface of the wheel boss and the internal surface of the tyre B' being
the main features to show in this example the rope or cord used as cushioning
materials in this way. The cushioning materials used P consist of cord of fibrous
materials plaited, woven, or otherwise wound upon the boss C of the wheel of about
one quarter of an inch in diameter and may first be saturated with any good
preservative fluid, such as creosote or oil, or if made of asbestos, may be used
without this. When compressed up this layer of cushioning material gets compressed
up to about eth of an inch in thickness, but for the purposes of illustration it is
here shown thicker although shown in its fully compressed up state and the wheel in
its completed state. The boss of the wheel is shown further secured sideways in its
seat with the ordinary sprung-in fastening ring B4, and that or any other ordinary
mode of securing the tyre on its boss sideways may be used; but all modes of doing
this tend more or less to weaken the tyre, and it is part of my invention to use
elastic materials interposed between the tire and the wheel boss in this way compressed
on in a cold state by this new and improved means, which along with the ordinary
internal outside tyre flange B5 I consider alone the best mode of fastening tyres
particularly if they are formed bevelled in a little to a larger diameter towards their
outside boss guard flange B³.
Figure 42 is another enlarged cross section of a tyre to be used in connection
with this common form of railway wheel just described; the inside rim or boss C, is
also formed in one piece with the arms C in this case, or may be used with any other
form of wheel boss. This cross section of tyre B is one of my new and improved
forms of tyres, having in addition to the ordinary sized outside boss guard B³, an
inside boss guard Be formed in one piece with tyre of sufficient depth to keep and
protect the cushioning or jointing materials consisting, in this example, of an elastic
rim of wood P¹ sprung into its scat B¹, the guard B being low enough or of large
enough inside diameter before it is compressed on to its boss to allow the boss of the
wheel to pass over it, and the rim strip of wood P¹ to fill the boss seat B¹ in the tyre
up about flush when put in and when the tyre is compressed up to allow the inner
guard tyre flange B6 to overlap its boss C, about a quarter of an inch, and in this way
very effectually holds the boss C in its tyre.
Figure 43 is an end elevation and Figure 44 a side elevation, while Figure 45 is
an enlarged cross section of the tyre B and wheel boss of an ordinary form of
railway wheel partly broken off, having a wooden central boss C, all of the ordinary
form, for which also this new and improved mode of compressing on the tyre is of
great advantage as it can be done without the risk of injuring the wood by heat as
when the tyre is shrunk on, or of having to cool the tyre suddenly by water,
avoiding risk of injuring the tyre thereby, which has to be done when the tyre is
secured by shrinkage in cooling down from a hot state, and also very much superior
to all modes of side fitting on of wood or papier mâché railway wheel bosses into the
tyre in a cold state. Otherwise the same mode of side securing the tyre in its boss is

page_text: shown as described in connection with Figure 41. Figure 46 is another enlarged
sectional side elevation of portion of a railway wheel fitted with my new and improved
tyre B and boss C the same generally as that described in connection with Figure 42.
The outside guard flange B' is only a little narrower than as shown in connection
with Figure 42 shown compressed upon a wooden boss C with edge bevelled metal
rings which of course does not require other cushioning provisions, the inside guard B
serving to hold the tyre and its boss effectually.
Figure 47 is an end clevation & Figure 48 & 49 a side sectional elevation of
another improved form of railway wheel constructed with a wooden boss Cand
central cast metal socket nave (2 with both side flanges of same (and C and cross
ribs C7 passing between these all cast in one piece, the cross ribs C7 strengthening the
side flanges of this nave casting, and with the side flanges forming a series of tapering
sockets for the radial pieces of wood Cs forming the boss C being fitted and driven in
tightly into same, as shown in section by Figures 47 and 48; the nave C3 in Figure 47
being also shown in section to show the socket forming ribs (7, all being arranged in
this form for a railway wheel having a wooden boss in a solid form without arms and
without fastening bolts for the tyre and boss. To carry out this kind of construction
in conjunction with my new and improved mode of compressing on tyres, and of
forming these wooden bosses in the best way, which kind of wheel with wooden
central boss when well made forms a very light and very efficient railway wheel;
the wooden radial pieces C being fitted severally into their sockets in the nave C²,
are glued together, and a temporary narrow hoop is put over the pieces and then put
in a matrice and thoroughly closed up until the glue is allowed to dry. It is important
that the wood pieces C forming its boss C be made to bottom in the sockets in the
nave C, and for the purpose small holes C are formed in the flanges of the nave at
the bottom of each socket to allow its being seen that this be accomplished.
Figure 50 is an end elevation, and Figure 51 a side sectional elevation through the
line a---
bin Figure 51 of this boss so prepared with the temporary hoop or tyre B'
shown compressed upon it, which is shown turned up in this condition in a finished
state for the tyre to be placed upon it all but the removal of this temporary hoop or
tyre B and the portion of the embossed wood on which the hoop rests; these are
dressed off and a curved channel iron or steel coping ring B is put on over the inner
rim in two or more pieces, which is shown laid over the periphery of the wooden boss
thus formed, shown in section in Figure 49, and all compressed up under the tyre, as
shown in Figures 47 and 48, and in enlarged sectional elevation Figure 49 of the
tyre B, angle steel bar coping B8 and wooden boss C, forming in this way a simple
well fitted wheel.
Figure 52 is an end elevation partly broken off, and Figure 53 a side sectional
elevation of another new and improved form of cushioned tyre railway wheel also
only of possible construction by the great range of compression on the tyre when
being compressed on, which this cold compressing action affords. In this example the
cushioning medium used is thick segmental rings of wood PI placed in cavities in the
nave of the wheel, this nave shown with the wood P¹ in section placed in
same, being generally similar to the nave shown used in connection with Figures 41
to 43; but in this example there are only six cross ribs C7 shown extending between
the side flanges C3 and C, and in between these flanges and their cross supporting
ribs are placed the six segmental pieces of cushioning wood P¹, which fills up each
successive socket cavity in the nave C to within the thickness of the lower flange of
the corresponding six segmental arms C¹, C³, C¹, shown intervening and filling up the
space between the cushioning segmental pieces of wood P' in the nave and the tyre B.
These six segmental arms C are formed out of wrought-iron or steel H shaped bars
and bent round to the shape shown and before the tyre is placed over them, shaped
and fitted up closely with and by a fitting and shaping compression in a matrice, as
described in connection with Figures 50 and 51. Cushioning materials may also be
used between the tyre B and the segmental rim or arm piece C₁, C, C¹, but is not
shown used. The cross section of the tyre B is similar to that shown used in con-
nection with Figures 47, 48, and 49.

page_text: Figure 54 is a half diameter end elevation, Figure 55 a sectional half sido elevation
of another new and improved form of railway wheel, and Figure 56 an enlarged
cross section of the tyre B and portions of its boss C and cushioning materials P¹
shown, which improvement can only be effected by this process of the cold com-
pression of tyres. The central boss and nave C, are in this example all formed in
one piece, and is shown of the common annularly corrugated form all except the
periphery C of same which is shaped slightly conical, its cross section having one
quarter of an inch of taper on its breadth. The central boss C may be cast or
forged as now done, and beyond boring out for the axle does not necessarily require
other finishing for my purpose after it leaves the mould or die to carry out this
mode of wheel construction efficiently. The tyre has shown formed on it the usual
internal flange B' for preventing the strain and jar on the rails from pushing it off
its boss C inwardly, and the remaining portion of its boss scat surface B' is shown
formed internally conical corresponding to the conical external rim of the boss C,
and of a diameter three quarters of an inch larger internally at opposite points to
the boss throughout to give space for the cushioning materials P₁, so that on the
boss C being dropped into the tire B there is an annular space left between the
periphery C of the boss C2 and tyre scat B' of three-eighths of an inch wide across
the full breadth of the boss and all around it. This space is thereafter filled up with
any good cushioning materials of wood, by preference in a succession of slips of about
six or eight inches broad, and a thickness of three-eighths of an inch or such a
thickness as to fill the spaco tightly, the reed of the wood by preference lying cross-
wise over the rim and in this state placed in the matrice and compressed up, which
compresses up the wood to about a quarter of an inch thick, all as shown. The
enlarged cross sectional diagram Figure 56 of the tyre B, boss C and wood cushioning
material P¹, shows clearly this simple inexpensive and efficient mode of tyre wheel
construction. It also possesses ready facility for taking off a worn-out tyre by
simple heating all up in a furnace to burn out the wood, affording also facility for
repairs but at same time about the minimum risk of ever requiring any. The
frictional hold of even a parallel surface rim and tyre put on in this way would requiro
a force of about 400 tons to pull it off, and with this dovetailing action crosswise its
security on the tyre sideways is out of question and all that need be desired, and at
same time cushions the tyre in the best way; any good form of wheel central boss
is of course easily adaptable on its rim and available for this mode of wheel
construction.
Figure 57 shows an enlarged cross section of a railway wheel tyre B and portion
of its boss, in which the tyre B has shown in it a projecting central rib or flange B³
projecting in a corresponding recess Cto in the centre crosswise of the boss C. It
is otherwise in its other parts, the same as described in connection with Figures 54
and 55. The cushioning material P² shown used, is composed of several plies of
canvas shown wound upon the periphery of the boss on each side of the central
rib B', or flange of the tyre as shown. The side fastening can be effected in this
reverse way from the foregoing arrangements, the tyre conversely projecting into
the boss, but it is not generally of so easy construction by causing the boss to project
into the tyre as in the foregoing arrangements of side fixing of the tyres to
the boss.
These general arrangements of matrices and hydraulic presses and modes of fixing
tyres are also suitable for railway-engine, road-engine, and tramway-car wheels, and
for the tyres of wheels for all like purposes described in connection with Figures 1 to 12
on Sheets 1 and 2 of my Drawings, and Figures 22 to 28 and 39 to 46 on Sheet 3,
and Figures 47 to 57 on Sheet 4 of my Drawings. In like manner are these Figures
and the new and improved modes and means referred to in their most simple.
form and these arrangements are all suitable for putting on the rims or tyres of the
wheels of dray carts and coaches and on the wheels of all vehicles or road carriages
with felloes of wood, metal, or otherwise, and particularly so in reference to
Figures 16, 17, and 18 on Sheet of my Drawings.
Figure 58 is an end elevation and Figure 59 a side sectional elevation partly
0

page_text: broken away of an ordinary dray cart wheel with a tyre B of the ordinary form and
wooden felloes C, spokes Cand nave (2, all of the ordinary form, and the mode of
putting on the tyres of these being already described as part of my invention in con-
nection with Figures 16 to 18 on Sheet 2 of my Drawings, need not be further
described. An improved form of road vehicle wheel tyre for being compressed upon
the same general form of road vehicle wheel as shown by Figures 58 and 59, con-
sists of a channel iron or steel tyre with the channel side of same inwards, the
channel sides overlapping the wood felloes and providing a ring or tyre rim in a
light form enabling wood felloes to be dispensed with altogether if desired, the great
range of compression allowing of the use and advantage of contracting in the tyre
thus formed either to protect the spokes sufficiently alone, or to protect and
strengthen the sides of the wooden felloes in a superior manner to the ordinary flat
tyre used for this class of wheels, and the use of this hollow tyre for this purpose is also
part of my invention. Figure 60 is an enlarged sectional elevation of a channel tyre B of.
this form, shown compressed on a felloe C of the same form as shown by Figures 58
and 59, which illustrate the use of this application of my invention; it is also
generally similar to what is shown in connection with Figures 52 and 53, and
suitable for shaping and compressing on all ordinary kinds of road vehicle tyres
upon their bosses. One of the most useful purposes of this invention for road
vehicle wheels will be found in using it for tightening up the tyres of these wheels
when they become loose from wear and frequently by standing unused in dry
weather.
The general arrangements of matrices, hydraulic presses and forms of bosses,
arms, and naves of wheels and modes of shaping, fixing on the tyres, and filling
materials of railway and other wheels and pulleys described in connection with
Figures 1 to 57 on these four Sheets of my Drawings in a lighter form for the most
part being generally suitable for compressing on the rims or tyres of belt pulleys.
Figure 61 is an end elevation and Figure 62 a sectional plan of a matrice in four
pieces A, A, A and A' and pulley tyre B arms C and cast-iron nave C2, having eight
arms C, being as shown of a form of double flat bar arms bent round to support the
tyre crosswise and both ends cast into the nave together in a usual way. To keep
these wrought-iron arms from bending in the construction of a pulley of this form, a
channel plate is placed on each double arm to retain it in its straight form under the
great compressive force they are subjected to when the tyre is being compressed on, one
of these plates Q only being shown and which is removed after the tire is compressed
The arm heads may thereafter be riveted to the tyre. The mode of operation
in compressing on a pulley tyre of this form and pulley tyres generally, is described
in connection with Figures 13 and 14 on Sheet 2 of my Drawings, what is here
shown being mainly the details of the pulley itself, the matrices are shown shaped or
turned out exactly, being both shown round crosswise and to the diameter the pulley
tyre is required, all as shown, and which requires no turning after it is taken out of
the matrice.
on.
Figure 63 is an end elevation and Figure 64 a sectional plan of a band pulley matrice
in four pieces A, A1, A° and A° with wrought-iron tyre B in halves with the tyre and
the boss shown in halves and bolted together in the ordinary way the arms are
of wrought-iron cast into the cast-iron boss (2, and their arm heads have collars C
cup-shaped around a tenon and in being compressed on are made to enter a suitable
hole in the tyre of the pulley opposite each arm, a corresponding cavity being pro-
vided in the matrice opposite each tenon to let the tenon project through the tyre,
as shown by Figures 63 and 64. In compressing on the tyre these tenons on the
arm heads are made to enter into their corresponding holes in the thin pulley tyre B,
and when fully compressed on and taken out of the matrices the rim and the tenon
are drawn up tightly around the tenon and this countersunk recess around the tenon
into which a small portion of the tyre is driven and is afterwards riveted up and
dressed off flush, as shown by the enlarged drawing of the rim or tyre B and arm in
Figure 65. Pulleys of any ordinary size can be made of this general construction in
one piece or in sections with any required number of arms in about all forms and

page_text: sizes of pulleys of this kind, and are now made and shaped properly in all ordinary
forms to run very truly without turning, and with an expedition not attainable by
other processes in use for the manufacture of these things.
Figure 66 is an end elevation and Figure 67 a sectional plan of a matrice in four
sections shown compressed upon a band pulley tyre B and upon a cast-iron boss (
cast in one piece with the arms C₁and nave C of same; having on the sides of its
periphery small flanges C, C, leaving a channel between these for elastic fastening
materials, which may be of any of the materials herein before referred to; but in this
example it is hemp cord that is shown used, these side flanges C¹³, C¹³, are formed
on the sides of the periphery of a height somewhat less than that of the fastening
materials used when it is fully pressed up and before the tyre is compressed on the
flat unshaped tyre B is put over the rope fastening material P, its position to the boss
periphery C rope cushioning fastening materials P and these side flanges (11³, C¹³,
being shown by the enlarged cross sectional elevation of the tyre B and its boss in
Figure 68. When compressed on the tyre B it flattens down the rope P and is
closed or nearly so on the side flanges C¹³, C¹³, as shown in Figures 66 and 67. The
side flanges C13 C13 make the best finish in this way when the tyre is compressed on
particularly for large sizes of band and other pulleys and wheels, but otherwise they
are unnecessary, and when wood or cloth in several layers, or felt or millboard is used
When
for this purpose any of these makes a close finish without these side flanges.
either cord, rope, or strips of cloth are used it is preferably wound upon the periphery
of the boss before the tyre is put over it; rope or cord for large sizes of wheels can
with advantage be put into the seat in strands and calked tightly up before the tyre
is compressed on. When a continuous thin strip of wood is used, the best method of
doing that is to place it inside the rim or tyre of the pulley or wheel and then drop
the boss into it. If the wood is placed only on arm heads or to be introduced in
sections, in that case it is the more convenient mode of putting it in that way to fit
in the wood cushioning and fixing materials after the boss is placed in the tyre as
described in connection with Figures 54, 55, and 56 for railway wheels. Cushioning
elastic fixing materials are mainly necessary for very rigid boss centres of cast-iron
and to save the expense of accurate fitting. In compressing on pulley and wheel
tyres on wrought iron rims and arms, there is compressibility enough in these of
themselves to produce sufficient elastic binding action, and also readily accessible for
being further secured by riveting.
Figure 69 is an end elevation and Figure 70 a side sectional elevation of a broad
matrice in four pieces suited for a broad band pulley tyre B shown riveted together
in two semicircular pieces and compressed upon two cast-iron bosses C, C, to support
its extended breadth, with wood elastic cushioning fixing materials P₁ shown applied
without retaining side flanges for elastic fixing materials as just described, and shown
by the enlarged sectional elevation of portion of one of these centre bosses C, with
part of one of its arms C and portion of the tyre B also shown broken off short. To
further strengthen very broad pulley tyres, wrought-iron or steel rings of flat bar of
angle or T-shape may be compressed on to them at the points where required, and in
this example the flat bar rings B10 B10 are shown compressed into the tyre at its
extreme ends. By placing in these rings after being welded or otherwise formed,
loosely fitted into the tyre of a diameter to be compressed up to a small extent along
with the tyre itself, becoming bound into it in this way and strengthening up the
tyre. These rings may also be further secured by riveting in or otherwise; one of
these rings is also shown in cross section in the enlarged cross sectional elevation
Figure 71 of the tyre and boss of this pulley, shown broken off.
Figure 72 is an end elevation and Figure 73 a side sectional elevation of a matrice
in two pieces A, A', formed and to be operated as described in connection with
Figures 1 to 6 on Sheet 1 of my Drawings, shown closed up on a broad wrought-
iron or steel tyre B which has at same time been compressed upon three central
bosses C, C, C, having cord or rope cushioning binding materials placed on same as
described in connection with Figures 66 to 68. The three bosses are shown fixed
on an axis C³. This is a very advantageous mode of constructing rigid pulleys or

page_text: rolls composed of light metal tyres, bosses, and axes suitable for carding engines, lace
machinery, calico and other printing machinery and like purposes. The tyre may be
compressed on at several operations in short matrices, but in a matrice the full length
of the roll as shown, besides compressing on the tyre firmly at one operation, also
makes it completely round and straight at the same time and ready for being turned
or otherwise finished. Rolls in this construction are very suitable for having copper
electrically deposited upon them for calico printing and like purposes; or steel or
iron rolls may be covered in this manner by having a copper tube or sheathing (1,
overlaid or compressed on upon them as shown.
Figure 74 is an end elevation and Figure 75 a side sectional elevation of a roll
tyre B compressed upon a wooden boss C extending the full length of the covering
metal tyre B, by first boring out the wood and inserting the axis C³ into it and
afterwards turning the wood boss C to go into the tyre freely, leaving sufficient. size
or diameter on the wood to be compressed up by the matrice, whilst it compresses the
tyre on it, and in filling up the tyre B in this way also compresses up the wood and
fixes it on its axis C³, and in this way makes a very light and rigid roll. Rolls
formed of iron or steel in this manner may afterwards he overlaid with copper, brass,
or other metal, as described in connection with Figures 72 and 73; overlaying in
this way being a simple and suitable manner of obtaining rolls with copper or brass
surfaces for a variety of purposes. The outer end bearings C can be turned after
the tyre is compressed on in order to get it thoroughly true along with the surface
of the roll. Instead of the matrices being formed as shown in connection with this
and the foregoing Figures, they may be formed and operated in a similar way to that
described in connection with Figures 19 to 21 on Sheet 2 of my Drawings.
Figure 76 is an end elevation, and Figure 77 a side sectional elevation of a copper
roll tyre B compressed upon its boss C, which boss for this purpose, as is used for
calico printing machines and like purposes is composed of a long round slightly
tapering boss having formed in it usually one or more feather seats or formed into a
corresponding standard sized removable boss, this being generally used from which
to obtain uniform size in a number of interchangeable tyres, so as to form an accurate
fit between the tire and boss, yet to be at the same time readily removable. This
necessitates very accurate and expensive fitting, and I accomplish this very necessary
accurate fitting by this new and improved means and apparatus by compressing on
the copper rim or tyre by these matrices. These copper rolls are usually thick and
strong, and I show a strong matrice in halves, which may extend the whole length of
the roll for this purpose, but it will answer nearly as well for this purpose for the rim
or tyre to be compressed on by a short matrice of generally about 3 inches in breadth
at the ends of the roll and at one or more intermediate points in its length centrally
to secure the necessary accurate fit and the necessary rigidity of the rolls, and I show
the matrice A A' applied in this short form in Figure 77. The Figures otherwise
sufficiently explain their construction. Hand wheels with rims of round iron
particularly for wheels of this description for windlasses, ship steering gear, and the
like, can also be very advantageously constructed in this way, and compressed upon
light arms with holes bored in their internal surface to a small depth to receive and
hold the arm heads securely in their positions. Wheels with any cross section of
rim and for almost any purpose can be readily constructed in this way by this
new and improved means.
Figure 78 is an end elevation and Figure 79 a sectional plan of a tyre, round
in cross section and compressed on arms forming a hand wheel of this general
description shown compressed up in a matrice in four sections. The round iron
or steel straight rod from which the tyre should be made before it is bent and
welded should first be turned to secure on it a good finish and to have the arm
head holo B12 in it the exact diameter of the tenon ends of the arms C, and of from
about one quarter of an inch to three quarters of an inch in depth according to the
diameter of the wheel. The inner diameter of the tyre requires to be as large before
it is compressed on as the extreme diameter of the tenon ends of the arms and
carefully entered into their respective holes B¹ in the tyre, when the compressing.

page_text: action of the press and matrice commences and proceeds. The Figures and letters of
reference otherwise explain the operations of forming a wheel of this general kind in
this way, which may be of any form of cross section of rim and have any required
number of arms. In this example I show the wrought-iron arms cast into the
nave C.
In like manner also the rims of wheels and pulleys for rope surface and plane
surface frictional contact driving wheels can be formed. For rope surface contact
wheels channel-iron strips or bars can be used with flanges of the required height
projecting up at the sides externally for holding the rope sideways on the rim to form
in this manner the tyres of these wheels. It is also part of my invention to construct
cog-wheels on this plan, particularly those with rims and cogs cast or formed of steel
which do not contract so uniformly about the arms and bosses as cast-iron, and very
liable to get cracked or otherwise damaged in rolling. It is mainly also in the cogs
and rims of wheels of this description that the greater strength of steel over cast-iron
is required, cast-iron as a rule being better suited for the purposes of the bosses and
arms than steel; and by the use of cast-iron centres a great saving in expense,
as well as a more reliable structure of wheel is obtained.
Figure 80 is an end elevation and Figure 81 a sectional plan of a matrice in four
sections, showing a cast compressible steel tyre B, with two rope grooves formed in
it, compressed upon a series of ten wrought-iron arms C, which are fixed in a nave C2
by being cast in. The wrought-iron arms are entered into a corresponding series of
ten holes in the inside of the tyre as just explained in connection with the preceding
Figures. Any form of central nave or arms may be fixed into tyres where the arm-
heads are made to correspond in this way, and instead of the arm-heads being made
to fit metal to metal, as in this example shown, elastic cushioning materials may be
placed in the recess formed either in the arms or in the tyre if so suitably
formed.
Figure 82 is an end elevation and Figure 83 a sectional plan of a matrice formed
in four sections, having an internal plain surface, and showing contained in it a steel
cog spur wheel rim or tyre B, the matrice having an inner plain surface and being
made to press in and reduce the diameter of the tyre by acting on the points of the
cogs. A central boss C with arms C¹ and nave C of cast-iron, is shown in the usual
form of these for spur wheels, with a cushioning and fixing ring of wood compressed
in between the internal surface of the rim or tyre B and the external rim surface of
the boss C, which is formed slightly conical externally, and the rim or tyre corre-
spondingly conical internally, with guard side flange A' on one side, the difference
of the inside diameter of the tyre and the external diameter of the boss allowing of
from about inch to 1 inch thick of wood to be interposed therein, according to the
proportion of the diameters or proportions of the wheels. The form of the inside of
the tyre bosses at B' and the external diameter of the boss and wood fixing cushioning
material being similar to that described in connection with Figures 54 to 56 relating
to railway wheels.
Tyreing wheels of this description in this way will be found to be an advantage in
wheels of from about two feet diameter up to about five feet diameter, in which a
saving can be effected, as well as a deafening action secured in using cast-iron bosses
along with steel cog tyres particularly if a great number of one size were required,
but for larger diameters the expense of the matrice would be generally too great to
afford any advantage.
These matrices can be variously formed and variously operated. The compression
of metal rims or tyres of wheels, pulleys, or axis rolls, and fixing them on their
bosses, centre pieces, or arms in a cold state and of sizing and shaping rims or tyres
of wheels, pulleys, or rolls in a cold state by matrices wrought or operated by external
mechanical pressure and the special apparatus for effecting same, being, as described,
the essence of my invention.
Having now particularly described and ascertained the nature of my said
invention, and in what manner the same is to be performed, I have to state that

page_text: I make no claim to the shaping and compressing on of tyres of wheels or pulleys by
percussive force by hammering in a hot or cold state, or the shaping of these in a hot
state by matrices, but what I claim is,―
First. The mode and means or matrices or dies and apparatus as applied for
shaping, crushing, or compressing malleable-iron, steel, or other compressible metal
rings, and adapting them for rotating axis bosses and the rims and tires of wheels,
pulleys, and rolls, and for seating, cushioning, deafening, bracing, and fixing same on
to wheel, pulley, roll, and disc axes, cones, or arms substantially as and for the
advantages herein described in reference to, and as respectively distinguished in the
several forms and applications shown in the accompanying Drawings.
Second. The compressing on of railway-carriage, engine, and other wheel tyres in a
cold state upon their axis bosses contained in matrices and operated to compress on
the tyres on their bosses or arms substantially as described in reference to Figures 1
to 12 on Sheets 1 and 2 of the accompanying Drawings.
Third. The interposing of cushioning or deafening and fixing fibrous elastic or
other cushioning materials between the tyres of railway-carriage and engine wheel
tyres and their rim bosses and arms, and other wheel rim bosses and arms all in a
cold state as described more particularly in reference to Figures 11 to 78 on Sheets 2, 3,
and 4 of the accompanying Drawings.
Fourth. The seating and side securing of railway, road, and engine wheels and of
road vehicle and other wheels by indenting either the bosses into the tyres or the
tyres into the bosses, or the arm heads into holes or veins, effected by the great range
of compression by the new and improved means of the cold compressing on of tyres
of wheels generally, either with or without interposed cushioning materials, as
described more particularly in reference to Figures 11 to 78 on Sheets 2, 3, and 4 of
the accompanying Drawings.
Fifth. The new and improved mode and means of forming central wood bosses of
railway, tramway, and road carriage wheels and other wheels, and the compressing
and securing of the tires of same in a cold state as more particularly described in
reference to Figures 47 to 51 on Sheet 4 of the accompanying Drawings.
Sixth. The shaping out of straight metal bars and forming same into segmental
tyre, rim, or arm pieces for wheels generally, and of constructing and cushioning
railway-carriage and tramway wheels, all compressed in a cold state substantially as
described in reference to Figures 52 and 53 on Sheet 4 of the accompanying
Drawings.
Seventh. The mode of compressing on and securing sideways the rim tyres of
wheels in a cold state on tapering bosses and arms and single side flanges or with
central flanges formed on the tyre indented into the boss or rim, or with projecting
central flanges on the boss indenting into the tyre in a cold state with or without
cushioning materials interposed, substantially as described in reference to Figures 54
to 57 on Sheet 4 of the accompanying Drawings.
Eighth. The compressing on in a cold state of the tyres of road vehicle wheels and
tightening up of same when they become loose from wear or other causes in all the
ordinary and numerous forms of wooden and metal wheels (or wood and metal
combined) also with the improved form of channel tyre, all compressed on in a cold
state over the felloes, substantially as described more particularly in reference to
Figures 16, 17, and 18 on Sheet 2, and in connection with Figures 58, 59 and 60
on Sheet 4 of the accompanying Drawings.
Ninth. The shaping and compressing on of the rims or tyres of band pulleys on
wrought-iron or steel arms, of all ordinary forms of the wrought-iron arms of
pulleys of this kind in a cold state, and in the form shown, substantially as described
in connection with Figures 13, 14, and 15 on Sheet 2, and Figures 61 to 61
and 78 to 81 on Sheet 4 of the accompanying Drawings.
Tenth. The mode of compressing on the rims or tires of band pulleys and wheels
on one or more cast or otherwise formed centres or sets of arms and overlaying the
tyres of same over internal rims or rings to strengthen the same all in a cold state,

page_text: substantially as described in connection with Figures 13, 14, and 15 on Sheet 2,
and Figures 66 to 71 on Sheet 4, of the accompanying Drawings.
Eleventh. The mode of compressing on by matrices the metal tyres or rims of
rolls, drums, and like articles, and compressing on same over two or more axis
bosses, or of overlaying metal or wood bosses with copper or other metals to strengthen
or improve the kind or quality of their acting surfaces, all in a cold state, as
described in connection with Figures 19, 20 and 21 on Sheet 3, and Figures 72
to 75 on Sheet 4, of the accompanying Drawings.
Twelfth. The mode of compressing on in a cold state copper roller tyres or rims
on their bosses or shaft centres, substantially as described in connection with
Figures 76 and 77 on Sheet 4 of the accompanying Drawings.
Thirteenth. The mode and means of compressing on in a cold state the toothed
rims of steel or other compressible metal on cast-iron or other centres, substantially
as described mainly in connection with Figures 82 and 83 on Sheet 4 of the
accompanying Drawings.
Fourteenth. The shaping and compressing on in a cold state of round tyres of
hand wheels and like articles substantially as described in connection with Figures 27
and 28 on Sheet 3 of the accompanying Drawings.
Fifteenth. The mode of compressing, shaping, and sizing in a cold state, the tyres
of band pulleys and like tyres from flat rings without internal cores or mandrels,
substantially as described in connection with Figures 32 to 38 on Sheet 3 of the
accompanying Drawings.
Sixteenth. The application of hydraulic presses in the several forms shown for
operating matrices for compressing on, shaping, crushing and sizing malleable-iron
or other compressible metal rings, rims, or tyres, and adapting them for rotative axis
bosses, all in a cold state, substantially as described in connection with Figures 5 to 8
on Sheet 1, and Figures 11 to 18 on Sheet 2, and Figures 19 to 24 on Sheet 3 of the
accompanying Drawings.
Seventeenth. The application of hydraulic presses for crushing, compressing,
placing, and fixing on the tyres or rims of wheels, pulleys, and rolls on their axis
bosses and tightening up same when they become loose from wear, all in a cold state,
substantially as described in connection with Figures 5 to 8 on Sheet 1, Figures 11
to 18 on Sheet 2, and Figures 19 to 24 on Sheet 3, of the accompanying Drawings.
Eighteenth. The construction, arrangement, and combination of the parts of matrices
for or as applied to the crushing, shaping, sizing, and compressing on of the tyres or
rims of wheels, pulleys, and rolls, all in a cold state, substantially as described and
shown in Figures 1 to 10 on Sheet 1, Figures 11 to 18 on Sheet 2, Figures 19 to 38
on Sheet 3, and Figures 61 to 83 on Sheet 4, of the accompanying Drawings.
Nineteenth. The mode and means of varying the dimensions or diameters of these
matrices by the use of segmental sections or liners as applied for the purpose of
crushing, shaping, sizing, overlaying, compressing on and forming of the tyres of
wheels, pulleys, and rolls, and shaping these and the rims of wheels all in a cold state,
substantially as described in connection with Figures 25 to 30 on Sheet 3 of the
accompanying Drawings.
Twentieth. The shaping, crushing, and compressing of segmental sections of the
rims, tyres, or segmental arm pieces of wheels, pulleys, or rolls, by matrices in a cold
state, substantially as described in connection with Figures 25 to 30 on Sheet 3, and
Figures 47 to 53 on Sheet 4, of the accompanying Drawings.
D
1 L 12th day of Manch 1800