Improvements in and relating to Rubber Tyres for Vehicle Wheels and the like.
Year: 1899

page_text: PROVISIONAL SPECIFICATION.
Improvements in and relating to Rubber Tyres for Vehicle Wheels and
the like.
I, GEORGE CROYDON MARKS, of 18, Southampton Buildings, Chancery Lane,
London, W.C., Consulting Engineer, and Patent Agent (being a communication
from abroad by the Rubber Tyre Wheel Company, of Springfield, in the County
of Clark, and State of Ohio, United States of America, Manufacturers), do hereby
declare the nature of this invention to be as follows:-
My invention relates to improvements in rubber tires which are especially
adapted for the ordinary road vehicle, such as carriages, wagons, etc.
My invention consists of the various constructions and combinations of parts
hereinafter described.
In the accompanying drawings Fig. 1 is a side elevation of an ordinary vehicle
wheel equipped with my improved form of tire. Fig. 2 is a sectional view partly
in perspective showing the arrangement of the respective parts, which make up
the rubber tire in connection with the wheel felloe. Fig. 3 is a partial cross-
section of the same with the retaining wires omitted. Fig. 4 is a plan view
showing the ends of the rubber tires drawn back disclosing the joints in the wires.
It has been found in practice that a successful rubber tire should be attached
to the wheel in such a manner that it may have a certain amount of freedom in
action, at the same time it should be clamped to the wheel sufficiently tight so
that it cannot be removed therefrom. Rubber tires which are attached by rigid
connections have been found defective because they do not permit the necessary
compensation in the rubber to overcome the violent and sudden shocks which
rubber tires on ordinary street vehicles are subjected to. Practice has further
demonstrated that desirable constructions should not only permit a certain amount
of freedom in the movement of the tire on the wheel to compensate for undue
shocks and strains but it should be so constructed that the tire will reseat itself
after such shock, the construction being such that the tire cannot be forced from
the wheel.
In my improved tire I employ on the usual felloe a of an ordinary carriage
or other wheel a band a¹ of steel or iron or other suitable material. This band
is not unlike the ordinary steel tire used on carriage wheels. It is perferably
rounded on each edge and extends slightly beyond the wood felloe a. It is made,
however, sufficiently thick to receive a channel groove a² at or near its center
and of a depth equal to about two-thirds the thickness of the band. This channel
groove perferably has tapered sides and the corners at the top and bottom are
slightly rounded to prevent cutting the rubber seated therein and also to permit

page_text: the necessary movement of the tire therein to compensate for unusual shocks
or strains. The rubber tire proper is placed on this metal rim or band a¹ and
is formed at the bottom with a tapered projection 6¹ to fit in the tapered slot or
channel a², that part of the rubber on opposite sides of this projection being
perferably flat so as to rest on a similar flat or substantially flat surface forming
the outer periphery of the metal band a¹. The side and upper portions of the
tire may be of any suitable shape but the sides are perferably tapered and joined
together at the top by curved surfaces. The outer periphery or tread of the
tires being shaped more or less acute to suit the different loads or vehicles with
which the tire is to be used.
This rubber tire b is perferably of a single strip of rubber but not continuous.
It may however be formed of one or more strips where a wheel of large circum-
ference is employed. But in either event the rubber is perforated throughout
its entire length by openings 62 which are located in proximity to the corner
formed between the projection 61 and the side portions of the bottom of the tire,
a sufficient amount of rubber being left between the openings and the corner
to prevent the said openings being torn out at the bottom. Through these
openings extend retaining bands c c perferably of wire. The ends of these bands
being united together to form continuous independent retaining bands as illus-
trated in Fig. 4. This may be accomplished by welding, brazing or any other
way of uniting the ends of the respective bands. Before being fastened to the
wheel the rubber is perferably compressed on the bands by making the strip
or strips of rubber longer than the periphery of the wheel so that the elasticity
of the rubber tends to close the joint or joints in the same and close up any
cuts or incisions which may be made therein in use.
By the construction above described it will be seen that I produce a rubber
tire in which the metallic retaining portions are reduced to the minimum. Nearly
the entire depth of the rubber is exposed so that the rubber contacts with pro-
jections like street car tracks and similar obstacles in use and thus assists
materially in mounting said obstacles, being in this respect advantageous over
those forms of tires in which the metal receiving parts are extended some dis-
tance along the rubber. By having the downwardly projecting portion of the
rubber fitted into the corresponding groove or channel in the metal 6 and with the
retaining wires in close proximity thereto the rubber is held firmly on the wheel
but not secured rigidly thereto. It is capable of movement in any direction under
unusual shocks or strains and is particularly adapted to resist side strains or com-
pensate therefor. The retaining band on the side on which the strain is received
being adapted by reason of the rubber under the same to raise slightly and allow
the rubber to yield to compensate for the shock while the wire on the opposite
side, being in close proximity to the shoulder on the rubber projection, prevents
any direct lateral movement of the rubber which would tend to force it from the
metal band. At the same time the constructions are such that when the shock
or strain is removed the parts will readily reseat themselves. The projecting
tongue of the rubber itself may be lifted slightly from its seat on the side
from which the shock or strain comes but by reason of the slightly tapered sides
and the rounded surfaces it will readily reseat itself in the channel when the
shock or strain is removed.
בד
1 1
001
1
B
3000
MARKS & CLERK,
18, Southampton Buildings, London, W.C.,
13, Temple Street, Birmingham, and
25, Cross Street, Manchester, Agents.

page_text: COMPLE
Improvements in and relating to Rubber Tires for Vehicle Wheels and
the like.
I, GEORGE CROYDON MARKS, of 18, Southampton Buildings, Chancery Lane,
London, W.C., Consulting Engineer and Patent Agent (being a communication
from abroad by the Rubber Tire Wheel Company, of Springfield, in the County
of Clark, and State of Ohio, United States of America, Manufacturers), do hereby
declare the nature of this invention and in what manner the same is to be per-
formed, to be particularly described and ascertained in and by the following
statement:-
My invention relates to improvements in rubber tires which are especially.
adapted for the ordinary road vehicles such as carriages, wagons, etc.
My invention consists of the various constructions and combinations of parts
hereinafter described and set forth in claims.
In the drawings filed with my Provisional Specification Fig. 1 is a side elevation
of an ordinary vehicle wheel equipped with my improved form of tire. Fig. 2
is a sectional view partly in perspective showing the arrangement of the respective
parts which make up the rubber tire in connection with the wheel felloe. Fig. 3
is a partial cross section of the same with the retaining wires omitted. Fig. 4 is
a plan view showing the ends of the rubber tires drawn back disclosing the joints
in the wires.
It has been found in practice that a successful rubber tire should be attached
to the wheel in such a manner that it may have a certain amount of freedom in
action, at the same time it should be clamped to the wheel sufficiently tight so
that it cannot be removed therefrom. Rubber tires which are attached by rigid
connections have been found defective because they do not permit the necessary
compensation in the rubber to overcome the violent and sudden shocks which
rubber tires on ordinary street vehicles are subjected to. Practice has further
demonstrated that desirable constructions should not only permit a certain amount
of freedom in the movement of the tire on the wheel to compensate for undue
shocks and strains but it should be so constructed that the tire will reseat itself
after such shock, the construction being such that the tire cannot be forced from
the wheel.
In my improved tire I employ on the usual felloe a of an ordinary carriage
or other wheel a band a¹ of steel or iron or other suitable material: This band.
is not unlike the ordinary steel tire used on carriage wheels. It is preferably
rounded on each edge and extends slightly beyond the wood felloe a. It is made,
however, sufficiently thick to receive a channel groove a² at or near its centre
and of a depth equal to about two-thirds the thickness of the band. This channel
groove preferably has tapered sides and the corners at the top and bottom are
slightly rounded to prevent cutting the rubber seated therein and also to permit
the necessary movement of the tire therein to compensate for unusual shocks
or strains. The rubber tire proper 6 is placed on this metal rim or band a¹ and
is formed at the bottom with a tapered projection 61 to fit in the tapered slot or
channel a², that part of the rubber on opposite sides of this projection being
perferably flat so as to rest on a similar flat or substantially flat surface forming
the outer periphery of the metal band a¹. The side and upper portions of the
tire may be of any suitable shape but the sides are perferably tapered and joined
together at the top by curved surfaces, the outer periphery or tread of the
tires being shaped more or less acute to suit the different loads or vehicles with.
which the tire is to be used.

page_text: This rubber tire is perferably of a single strip of rubber but not continuous.
It may however be formed of one or more strips where a wheel of large circum-
ference is employed. But in either event the rubber is perforated throughout
its entire length by openings 62 which are located in proximity to the corners
formed between the projection 61 and the side portions of the bottom of the tire,
a sufficient amount of rubber being left between. the openings and the corner
to prevent the said openings being torn out at the bottom. Through these
openings extend retaining bands ec preferably of wire, the ends of these bands
being united together to form continuous independent retaining bands as illus-
trated in Fig. 4. This may be accomplished by welding, brazing or any other
way of uniting the ends of the respective bands. Before being fastened to the
wheel the rubber is preferably compressed on the bands by making the strip
or strips of rubber longer than the periphery of the wheel so that the elasticity
of the rubber tends to close the joint or joints in the same and close up any
cuts or incisions which may be made therein in use.
By the construction above described it will be seen that I produce a rubber
tire in which the metallic retaining portions are reduced to the minimum. Nearly
the entire depth of the rubber is exposed so that the rubber contacts with pro-
jections like street car tracks and similar obstacles in use and thus assists
materially in mounting said obstacles, being in this respect advantageous over
those forms of tires in which the metal receiving parts are extended some dis-
tance along the rubber. By having the downwardly projecting portion of the
rubber fitted into the corresponding groove or channel in the metal 6 and with the
retaining wires in close proximity thereto the rubber is held firmly on the wheel
but not secured rigidly thereto. It is capable of movement in any direction under
unusual shocks or strains and is particularly adapted to resist side slip or com-
pensate therefor. The retaining band on the side on which the strain is received
being adapted by reason of the rubber under the same to raise slightly and allow
the rubber to yield to compensate for the shock, while the wire on the opposite
side, being in close proximity to the shoulder on the rubber projection, prevents
any direct lateral movement of the rubber which would tend to force it from the
metal band. At the same time the constructions are such that when the shock
or strain is removed the parts will readily reseat themselves. The projecting
tongue 6 of the rubber itself may be lifted slightly from its seat on the side
from which the shock or strain comes but by reason of the slightly tapered sides
and the rounded surfaces it will readily reseat itself in the channel when the
shock or strain is removed.
Having now particularly described and ascertained the nature of my said
invention, and in what manner the same is to be performed, I declare that what
I claim is:-
1. In a carriage tire the combination with a metal supporting band having flat
or substantially flat surfaces, and a central depression or groove having slightly
tapered sides, the rubber band having a tongue or projection shaped to fit into
said grooves, the bottom of said rubber being formed on each side of said tongue
or groove flat or substantially flat to correspond with the flat metallic band, and
independent retaining bands extending through said rubber in proximity to the
sides of said tongue or projection, substantially as and for the purpose specified.
2. The combination with a wheel felloe having a metallic band with rounded
edges extending over said wheel felloe, a tapered groove formed at or near the
centre of said band in its outer periphery, a band of rubber having a tongue or pro-
jection adapted to fit in said groove, the bottom portion of said rubber on each
side of said tongue or projection being flat or substantially so to fit the outer
periphery of said metallic band, and independent retaining bands slightly removed
from the bottom portion of said tire but located in proximity to the sides of the
tongue or projection, substantially as and for the purpose specified.
3. In a carriage tire the combination with a metal supporting band having

page_text: a central depression or groove with substantially flat surfaces on opposite sides
thereof, a tire or band of rubber having its inner periphery formed to fit said
metal supporting band with the flat or substantially flat surfaces on opposite
sides of the tongue or projection which fits said groove, independent retaining
wires extending entirely through said rubber in proximity to the sides of said
tongue or projection, and at a point within the main body of said rubber, said
retaining wires being independent of each other and of the supporting band, sub-
stantially as for the purpose specified.
Dated this 10th dex of December 1899
MARKS & CLERK,
18, Southampton Buildings, London, W.C.,
13, Temple Street, Birmingham, and
25, Cross Street, Manchester, Agents.
MARKS & CLERK,
18, Southampton Buildings, London, W.C.,
13, Temple Street, Birmingham, and
25, Cross Street, Manchester, Agents.