Improvements in Pneumatic Tyres for the Wheels of Velocipedes and other Vehicles, and in the Method of Constructing the same.
Year: 1891

page_text: Date of Application, 21st Feb., 1891
Complete Specification Left, 21st Nov., 1891-Accepted, 24th Dec., 1891
PROVISIONAL SPECIFICATION.
Improvements in Pneumatic Tyres for the Wheels of Velocipedes
and other Vehicles, and in the Method of Constructing the
same.
I, WILLIAM GOLDING, of 4, Portman Street, Moss Side, Manchester,
Manufacturer do hereby declare the nature of this invention to be as follows:-
This invention relates firstly to an improved solid walled hollow tyre for holding
compressed air, such tyre being shaped with tabs or lugs, which form an integral
part of it, for the purpose of readily attaching it to and detaching it from the rim
or felloe; secondly, to an improved method of constructing solid walled hollow
tyres for holding compressed air, first in a straight length of tube, and then after
vulcanization, joining it endless and air tight; thirdly, to a combination of inlet
pipe, non-return valve, and airtight cap for use with such a tyre; and fourthly to
a device for preventing side slipping.
1. The tyre consists of an endless rubber tube strengthened by an insertion of
canvas, or other suitable material, embedded in the rubber and vulcanized with it.
At intervals along the outer surface of each side of the tyre, tabs or lugs are
formed, preferably of the same materials as the tube, though they may consist of
leather or any other suitable material. These tabs or lugs are formed in pairs,
each pair being placed so that the ends can be approached together over the rim
and then connected together by a buckle, or by lacing, or sewing or similar
efficient means, so that they may securely hold the tyre to the rim and yet allow of
its being readily detached and replaced. The rim employed is that generally in
use for compound pneumatic tyres, being either solid or hollow, and shaped with a
shallow concave surface outwardly. The tyre is placed round the concavity of the
rim, and the opposite tabs or lugs are buckled, laced, or sewn together over the
rim. When the tyre is inflated it is securely held in position by this means, no
cement being used.
2. I construct the tyre preferably of two strips of amalgamated rubber and
canvas. One of these strips (a) consists of a strip of canvas, cut on the bias or
cross, and coated with a strip of rubber on each side. The other strip (4)is
wider and is built up of several strips of rubber of different widths so as to be
thickest in the middle. When nearly of the required thickness, a strip of canvas,
cut on the cross, is placed on the top or widest part and is smoothed and pressed
into it. A thin strip of rubber of the same width is then smoothed and pressed
upon that. These two built-up strips (a and b) are next placed upon a round
mandrel, that is a straight cylindrical metal bar or tube of the diameter of the hollow
core of the tyre. The two strips (a and b) are made sufficiently wide so that when
placed upon the mandrel on opposite sides, the edges will overlap each other. The
narrower strip (a) is preferably placed with the edges inside next the mandrel.
The tabs or lugs, which are preferably made of strips of canvas cut on the straight
and coated with rubber on both sides, and about an inch or so in width, are
interposed between the overlap of the two strips (a and b). The free ends of the
tabs or lugs are placed over the thinner strip and are prevented from adhering to
it during the subsequent operations by a layer of powdered tale being placed
between. The mandrel is then rolled in the usual way until the outer surface is

page_text: smooth and the layers of rubber and canvas thoroughly joined. The tube thus
formed is cylindrical in shape with the hollow core also cylindrical but
eccentrically placed, one end of each of the tabs or lugs being also embedded in
the wall. Instead of the ends of the tabs or lugs being inserted between the
strips, they may be laid flat on the sides of the tube and pressed or rolled in. In
that case the tube may be formed out of one final strip, by overlapping the edges
on the mandrel. The tube, with the mandrel inside, is then wrapped in cloth in
the usual way and vulcanized. In some cases, before wrapping the tube in cloth,
I place a straight piece of the metal rim, of the length of the tube, upon it, and
pass the free ends of the tabs or lugs over it, the metal rim being prevented from
sticking to the tube or the tabs by the usual means. The tube with the mandrel
inside and the metal rim on the outside is then wrapped in cloth and vulcanized.
In this way the surface of the rubber is moulded to fit the curve and edges of the
rim. After vulcanizing, the tube having been removed from the mandrel, the
inlet pipe with valve is inserted and secured in place with rubber solution.
3. The second head of my said invention relates to the method of joining the
ends of a solid walled tube such as previously described, so as to form an endless
and airtight tyre. Hitherto solid walled tyres for compressed air have been
moulded endless, by pressing, while in a plastic state, a cord of rubber formed with
a hollow canvas and rubber core, between two semi-circular ring-shaped moulds.
The result has been a tyre with walls too thick and irregular and canvas core too
rigid, so that the resilient and cushioning effect of the compressed air was wasted.
By shaping and vulcanizing such a tyre in the form of a straight tube placed on a
round mandrel as previously herein described, and then joining it endless as herein-
after described, the walls may be made both thinner and more accurate, and the
canvas or other insertion as flexible and almost as extensible as the rubber. The
two ends of the tube are sewn together, the stitches passing through the canvas
insertion. The seam is as far as possible along the clges in the interior of the
tyre, the join being completed by stitching the edges together, at the thinnest
part, from the outside. The seams are covered with strips of thin rubber or of
rubber coated canvas solutioned on. The edges of the join are also solutioned
and cemented together. The sewing gives the necessary strength to the join and
the cementing and covering of the seams make them airtight.
4. In effecting the join, the edges are brought together so that the thickest part
will be on the outside of the ring. A cut is made lengthways in both directions
from the ends, along the thinnest part, sufficiently long to allow easy access of the
fingers to the interior. The four flaps thus formed are fastened back out of the
way by threads passing under the tube. The two edges of the canvas insertion of
the outer curve are sewn together on the inside, for about two-thirds of the
interior circumference. The stitches do not pass through the tyre to the outside,
but only deep enough to pass through, and take sufficient hold of, the canvas
insertion. To effect this the seam is pressed up while sewing, by the fingers of
the left hand placed outside the tube. The stitches and seam are then well dabbed
with rubber solution in the interior of the tube. The seam is then covered in the
interior by a canvas strip previously coated with rubber on both sides and vulcanized.
This strip is placed so that the threads of the canvas are on the cross with the walls
of the tyre.
This strip is sufficiently long to reach about 2 inches or so on either
side of the seam. This strip
coated with rubber solution on one side, and stuck
smoothly and securely down. The edges of the remaining part of the join are coated
with rubber solution and sewn together from the outside. In this case the stitches
may pass through to the interior. Access for the fingers to the back of the scam
is obtained through. the longitudinal cuts previously described. A strip of thin
sheet rubber is then solutioned to the interior over the back of the last seam
described, allowing it to overlap the edges of the wider canvas and rubber strip
previously stuck in the interior. The edges of the longitudinal cuts are then
solutioned and sewn up from the outside. This is effected by flattening the tyre
laterally and sewing the thread through and over the ridges of the cuts. The

page_text: scam is then flattened and dabbed with rubber solution. The seams which have
been sewn from the outside are on the inner curve of the tyre, and will be hidden
by the rim when it is in position. The sewing has brought the edges of the walls
close together, but they do not overlap. These seams are covered by a large
patch of thin sheet rubber solutioned down over them. There now only remains
the exterior crack of the join round the outer curve. The two edges of this are
cemented together and smoothed off and varnished with the surface of the tyre.
5. The third head relates to a combination of inlet pipe, non-return valve, and
air-tight cap, for inflating the tyre. The inlet pipe is made of rubber and is
inserted through the side of the tyre, and is secured in place by means of a round
flat rubber washer which is shaped and vulcanized upon it. This washer and the
inlet pipe are fastened down with rubber solution to the interior of the tyre. The
end of the inlet pipe inside the tyre terminates in a lip valve. This is shaped on
the inlet pipe before vulcanization by cutting the edges and joining them flat, and
moulding the parts between also flat. The faces of the valve are moulded as
smooth as possible, as they then become airtight under a less pressure. When
the air is injected, by means of the usual air syringe, it forces open the lips of
the valve; as soon as the rush is past they close by their own elasticity more or
less tightly, until the pressure of the air in the interior is sufficient to keep them
airtight by forcing them together. As an additional safeguard against the escape
of air by the valve, and also to exclude the dust, close the outer end of the inlet.
pipe with an airtight cap. This is effected by passing the end of the inlet pipe
through a short length of brass or other metal tube and vulcanizing them together.
The brass tube is screw-threaded on the outside. A brass cap threaded on the
interior to fit the tube is screwed over it. The rubber at the end of the tube
projects beyond the brass edge, and forms a seating for the cap when it is screwed
down, and this effectually prevents the escape of air, in case the valve should leak
owing to particles of grit getting between the lips. An alternative arrangement
of the airtight cap is to place the brass tube inside the end of the inlet pipe and
screw the cap into the brass tube. To discharge the air, a straight metal tube is
passed down the inlet pipe and through the lips of the valve.
6. The fourth head relates to a device for preventing the tyre from slipping
sideways when in use. This consists in moulding the outer surface of the tyre,
next the road, flat for about three quarters of an inch or so in width. The shallow
rectangular edges of the flat bite the surface and prevent slipping.
7. Instead of using canvas strips cut on the cross for incorporating in the walls
of the tyre, as hereinbefore described, strips of silk, cloth or other fabric, knitted
or woven so as to be readily extensible, may be employed. It is essential that
such strips should be capable of stretching longitudinally with the rubber. When
the canvas strips are cut on the cross, and incorporated with the rubber, the warp
and weft threads form, in effect, cross hoops which are capable of being opened
and closed, or extended and contracted in either direction with the rubber. If
stretched apart longitudinally they contract the tyre laterally and vice versa. The
result is that they protect the tyre by preventing the deformation and rupture
which would otherwise be caused by the overstretching and thinning of its walls,
under the tension of a pressure of from 40 to 50 lbs. per square inch, the usual
pressures employed, and at the same time these strips do not destroy the useful
flexibility and elasticity of the tyre.
8. When the tyre is placed somnewbat tightly round the groove of the rim, and
then inflated, the air pressure increases the diameter in cross section, and shortens
the inner diameter of the ring, which causes the tyre to contract upon and clasp
the rini. Under the circumstances, 8, 10 or 12 tabs are sufficient to hold it
securely, the number depending upon the size of the wheel and the shallowness of
the rim.
9. When the tyre, constructed as hereinbefore described, is being ridden over
obstacles, the outer curve stretches longitudinally and contracts laterally over the
obstacle and thus temporarily absorbs it, which is tantamount to removing it out of

page_text: the way.
road.
A smooth passage
without vibration is thus secured over a rough
10. Repairs are effected in case of picture, by discharging the air, loosening
one of the tabs, cutting a slit in the inner curve of the tyre, sticking a patch of
thin sheet rubber by means of rubber solution over the puncture in the interior of
the tyre, sewing up the slit, and covering it by a strip of solutioned sheet rubber.
Dated this 19th day of February 1891.
WILLIAM GOLDING.
COMPLETE SPECIFICATION.
Improvements in Pneumatic Tyres for the Wheels of Velocipedes
and other Vehicles, and in the Method of Constructing the
same.
I, WILLIAM GOLDING, of No. 4, Portman Street, Moss Side, Manchester,
Inventor and Patentee do hereby declare the nature of this invention and in what
manner the same is to be performed, to be particularly described and ascertained
in and by the following statement: --
This invention relates; first, to an improved solid walled hollow tyre, that is a
tyre in which the strengthening fabric is incorporated in the wall,-for holding
compressed air, such tyre being shaped with tabs or lugs, which form an integrant
part of it, for the purpose of readily attaching it to and detaching it from the
rim or felloe of the wheel; secondly, to an improved method of constructing solid
walled hollow tyres for holding compressed air, first in a straight length of tube,
and then after vulcanization, joining it endless or joining it endless and airtight;
thirdly, to a combination of inlet pipe and air-tight cap for use with pneumatic
tyres and fourthly, to a device for preventing side slipping.
1. The tyre consists of an endless rubber tube, strengthened by an insertion or
lining of canvas, or other suitable material, preferably embedded in the rubber and
vulcanized with it, and forming a restraining envelope around the inner rubber
tube. At intervals along the outer surface of each side of the tyre, tabs or lugs
are formed, preferably of the same materials as the tyre, though they may consist
of leather or any other suitable material. These tabs are fixed in or upon the wall
of the tyre, or to the insertion or lining, or between the rubber and canvas, by
being vulcanized thereto or by being sewn or eyeletted on it, or by a combination
of these methods, or they are otherwise securely attached to the tyre, so as to
practically form a part of it. The tyre is secured to the rim by connecting
together the edges of the tabs over the inner curve of the rim or by connecting the
edges of the tabs to the corresponding edges of the rim. When the tabs are
intended to be fastened together over the rim they are formed in pairs, each pair
being placed so that the ends can be approached together over the rim and then
connected together by a buckle, or by lacing or tying with laces, cord, or wire, or
by sewing or similar efficient means, so that they may securely hold the tyre to the
rim and yet allow of its being readily detached and replaced. I do not limit the
use of these spaced tabs to the particular form of tubular tyre or outer casing
hereinafter described, as they may be formed upon and used with an elastic tyre or
casing constructed with a longitudinal slit, afterwards closed up by sewing or
rubber solution, or by overlapping the edges, or by any efficient means which will
practically give the same effect as if it were shaped with a surface of closed rubber
in cross section, such slit running along the inner curve which will come next the
rim. The rim preferably employed is that generally in use for pneumatic tyres,
being either solid or hollow, and shaped with a shallow concave surface outwardly,
rolled to fit the curvature of the tyre. The tyre is placed round the concavity of
the rim and inflated. When the tabs are secured as just previously described, the
tyre is firmly held in position.

page_text: In the accompanying drawings,
Fig. 1 illustrates an elevation of a segment of the tyre and rim;
Figs. 2 and 3 shew cross sections of the tyre and rim, and also illustrate methods
of building up the tyre with layers of rubber and canvas;
Fig. 4 shews part of the cross section of a tyre with .ny non-slipping arrange-
ment:
Fig. 5 illustrates a longitudinal section with interior elevation of a part of the
tyre in the neighbourhood of the cross join; and
Figs. 6, 7, and 8 shew longitudinal sections of the inlet pipe with three varieties
of my improved air-cap.
Fig. represents an elevation of a segment of the tyre and rim, the opposite
tabs being shewn laced together over the rim, the laces passing through eyeletted
holes in the tabs. In some cases cyeletted hooks are used.
canvas.
"
2. I construct the tyre preferably of two strips of amalgamated rubber and
Reference is made to Fig. 3. One of these strips, 8, consists of a strip of
canvas cut on the bias or cross, rubber solutioned on both sides, and coated with
a strip of rubber on one side and a strip of rubber 2 on the other.
These may
be strips of equal thickness throughout with the edges bevelled off, or they may be
built up and rolled or moulded into shape. The other strip is wider and is built
up in the usual way of several strips of rubber of different widths so as to be thickest
in the middle. When nearly of the required thickness, seer, a strip of canvas c
cut on the cross, and solutioned on both sides, is placed on the top and is smoothed
and pressed into it. A thin strip of rubber is then smoothed and pressed upon
that. This compound strip is rolled or moulded into the crescent shape shewn in
the figure. These two built-up strips and are next placed upon a round
mandrel, that is a straight cylindrical metal bar or tube, of the diameter of the
hollow core of the tyre. The two strips and s are made sufficiently wide
so that when placed upon the mandrel on opposite sides, the edges will overlap
cach other. The narrower strips is preferably placed with the edges inside
next the mandrel. The tabs or lugs, which are preferably made of strips of
canvas cut on the straight, or of double-ply canvas galloon, n, Fig. 2, solutioned
and coated with rubber, are interposed at intervals between the overlap of the two
strips and s, see t, t, Fig. 2. Fig. 2 represents a cross section of the tyre through
the tabs, and Fig. 3 a cross section between the tabs. It will be seen that the
edges of the two strips and & come together between the tabs, but where the tabs
are inserted the edge of the strip r is stretched over them and binds them firmly
down to the edges of the strip s. When a slit is made through the inner curve of
the tyre for the purpose of inserting or withdrawing a separate inner air-tube,
instead of lacing or otherwise securing in a similar way such slit when not in use,
I place the slit between two opposite tabs, and lengthen the pair of tabs accordingly,
The slit comes under the rim, but the greater part of the stress of the compressed
air falls upon the tabs as a consequence of the unclosed slit.
In this case I carry
the material of which the tabs are formed round the tyre in cross section, and
preferably form them of two plies of canvas ent on the cross.
Of these, one ply
may be carried all round and one ply partially round the tyre in cross section.
An alternative arrangement of the parts on the mandrel, is to place the con-
stituents with s², c with e, and separately on the mandrel in the order
named, or the inner skin of rubber and the strengthening canvas may each consist
of one strip with one overlapping join in each. This latter arrangement is repre-
sented in Fig. 2. These two arrangements as indicated in Figs. 2 and 3 may also
be combined in different ways in order to obtain the same result. The inner skin
or tube of rubber i, i, Fig. 2, may be left out, in which case the canvas tube c
forms a lining for the rest of the tube. When a fine make of canvas is employed,
I may use two or more thicknesses joined together by rubber, forming two or more
concentric canvas tubes. The canvas for both tubes, when two are used, is cut on
the bias or cross, but preferably on diagonals at right angles to each other, or if
cut in the same direction diagonally across the piece, one strip is placed on the

page_text: other reversed, or the strip of canvas may be cut of double the width and folded
over face to face. The effect of these methods of doubling is to bring the warp
threads of one ply opposite to and in the same direction as the weft threads of the
other. The weft threads are usually considerably weaker than the warp and this
method of doubling ensures an equal strength and even stretch throughout. The
inner rubber tube i may be inserted after vulcanization and form a separate air
bladder. The free ends of the tabs are placed over the thinner strip and are
prevented from adhering to it during the subsequent operations by a layer of gauze
or of powdered tale being placed between. The mandrel is then rolled in the usual
way until the outer surface is smooth and the layers of rubber and canvas are
thoroughly joined. The tube thus formed is cylindrical in shape, with the hollow
core also cylindrical but eccentrically placed, one end of each of the tabs being also
embedded in the wall. Instead of the ends of the tabs being inserted between the
strips, they may be laid flat on the sides of the tube and pressed or rolled in or
otherwise secured, see t, t', Fig. 3. The tabs are however not so securely fixed by
this method. In this case the tube may be forined out of one final strip by over-
lapping the edges on the mandrel. The tube with the mandrel inside is wrapped
in cloth and vulcanized. In some cases before wrapping, I place a straight length
of the metal rim m upon it, and pass the free ends of the tabs over it.
3. The second head of my said invention relates to the method of joining the
ends of a solid walled tube, such as just previously described, so as to form an
endless or endless and airtight tyre. Hitherto solid walled tyres for holding
compressed air have been moulded endless by pressing, while in a plastic state,
a tube of rubber and canvas between two semi-circular ring-shaped moulds.
The result has been a tyre with wall too thick and irregular and canvas corc
too rigid, so that the resilient and cushioning effect of the compressed air was
wasted. By shaping and vulcanizing such a tyre in the form of a straight tube
placed on a mandrel as previously herein described, and then joining it endless
as hereinafter described, the wall may be made both thinner and more regular
and the canvas or other lining or insertion as flexible and as extensible, within
the limits required, as the rubber. The two ends of the tube are sewn together,
the stitches passing through the canvas. The seam is as far as possible along the
edges in the interior of the tyre, the join being completed by stitching the edges
together at the thinnest part from the outside. The stitches are covered with
strips of thin rubber or of rubber-coated canvas solutioned on. The edges of the
join are also solutioned and cemented together. The sewing gives the necessary
.strength to the join and the covering of the seams makes them airtight.
4. Reference is made to Fig. 5 which represents a longitudinal section of the
tyre through the join. In effecting the latter the edges are brought together so
that the thickest part will be on the outside of the ring. A cut is made lengthways
in both directions from the ends, along the thinnest part, sufficiently long to allow
easy access of the hands to the interior. The two edges of the canvas of the outer
curve are sewn together on the inside for about two-thirds of the interior circum-
ference. The best Torin for the stitches is shewn in elevation at a, a, a portion of
the covering strips being represented as cut away so as to expose the stitches.
The stitches do not pass through the tyre to the outside but only deep enough to
pass through and take sufficient hold of the canvas, see in the sectional part.
The holes for the stitches are made with an awl, and strong linen thread is passed
through by means of a short blunted needle. After passing the thread through all
the holes, the edges of the tyre are brought together and the thread drawn tight
.stitch by stitch. The stitches and sean are then well dabbed with rubber solution
in the interior of the tube. The seam is then covered in the interior up to the
edges of the longitudinal slit by a rubber strip u ', and an overlapping canvas
strip. This canvas strip is placed so that the threads of the cloth are on the
cross with the wall of the tyre. This strip is sufficiently long to reach about
.2 inches or so on either side of the seam. The strips are coated with rubber
solution on one side and stuck smoothly and securely down. If the tyre is intended

page_text: to receive a separate air bladder tube, the strip of rubber uu³ may be left out, and.
the longitudinal slit closed by a strip of canvas and rubber solutioned over it,
which when the tyre is in place will be hidden and protected by the rim. When
the tyre is intended to be airtight, the longitudinal slit is closed by cementing a
canvas and rubber strip over it in the interior of the tyre. The strip consists of a
canvas strip and a rubber strip #solutioned together, the edges of the canvas
strip projecting all round. This strip is placed in the bottom of the tyre under
the longitudinal slit. The edges and underpart of the latter are coated with rubber
solution and, when nearly dry, are pressed evenly down upon the strip, which
adheres firmly and closes the slit. An additional canvas strip d and rubber strip y
may be solutioned over the outside. There now remains only the exterior crack
of the join round the outer curve which is scaled up with rubber solution. I11
some cases the longitudinal slit may be left open. This is the case when it is made
between two of the opposite tabs, which may be made longer for the purpose.
5. The third head relates to a combination with the inlet pipe, or with the inlet
pipe and valve, of an airtight cap. This is fixed to the outer end of the inlet pipe,
the metal tube of the airtight cap being either inserted in the rubber inlet pipe, or
the latter is inserted into the metal tube, and ceither solutioned or vulcanized
together. Fig. 7 represents the end of the inlet pipe p passed through the cap
tube t. The cap tube t is threaded on the outside. A metal cap o, threaded on
the interior to fit the tube is screwed over it. The pipe projects beyond the end of
the tube, as shewn, and forms a rubber seating for the cap when it is screwed down
and this effectually prevents the escape of air. An alternative arrangement is
shown in Fig. 6. The cap tube is here placed inside the end of the inlet pipe p,
and the cap o is screwed into the tube, a separate rubber washer w held by the cap
forming the rubber seating. When the cap is withdrawn, the screw thread in the
tube is convenient for screwing the inflator in. Fig. 8 illustrates a combination of
the features of Figs. 6 and 7. The gauze wrapping of the inlet pipe is shewn
at gg, and e e represents a wire wrapping.
l
6. The fourth head relates to a device for preventing the tyre from slipping
sideways when in use. This consists in moulding the outer surface of the tyre,
next the road, flat for about of an inch or so in width. The shallow rectangular
edges, of the flat, bite the surface and prevent slipping. This is shewn in Fig. 4,
which illustrates part of a tyre in cross section.
7. Instead of using canvas strips, cut on the cross, for incorporating with or
strengthening the walls of the tyre, as hereinbefore described, strips of cotton
duck, silk, cloth or other fabric cut or manufactured so as to proportionately
contract longitudinally when extended laterally, and vice versa, may be employed..
It is essential that such strips should be capable of stretching to a certain extent
with the rubber. When the canvas strips are cut on the cross, that is, (preferably
at an angle of 45 degrees), diagonally across the piece, and incorporated with the
rubber wall, the warp and weft threads form, in effect, cross hoops which are
capable of extension and contraction in either direction with the rubber. If the
tyre is stretched longitudinally they cause it to be contracted in cross section, or
they contract with it, and if the tyre is expanded laterally they cause a corre-
sponding contraction longitudinally. The result is that they protect the tyre by
preventing the deformation and rupture which would otherwise be caused by over-
stretching and thinning of the wall of the tyre under the tension of the compressed
air, and at the same time they do not cripple the useful flexibility and elasticity of
the tyre.
S. When the tyre is placed round the groove of the rim and then inflated, the
air pressure increases the diameter in cross section and shortens the inner diameter
of the ring, which causes the tyre to contract upon and clasp the rim. Under the
circumstances 8, 10 or 12 tabs are sufficient to hold it securely. the number
depending upon the size of the wheel and the shallowness of the rim. The main
purpose of the tabs is to hold the tyre in the shallow rim against side wrenches.
and shocks, and they should only be laced up or secured after the tyre is fully

page_text: may
inflated. The tyre is therefore held securely in the rim, both by the grip of the
tyre round the periphery of the rim owing to the action of the compressed air upon
the canvas casing as just described, and by the tabs secured as hereinbefore
described. In the case of the non-driving wheels of cycles in which the .side
wrenches when turning etc. are much less than in the driving wheels [
construct and use the tyre, with a shallow rim trusting to the gripping of the tyre
as just described, without the tabs, as the harder the tyre is inflated the more
firmly it grips the rim. In other cases when the tyre is comparatively small in
diameter I may use both tyres of a bicycle in this way without the tabs, the metal
rims which are used with them being rolled to a deeper section.
9. When the tyre. constructed as hereinbefore described, is being ridden over
obstacles, the outer curve stretches longitudinally and contracts laterally over the
obstacle and thus temporarily absorbs it, which is tantamount to removing it out
of the way.
A smooth passage without vibration is thus secured over a rough
road.
10. Punctures are repaired as follows:-The tyre is loosened from the rim. In
the case of a separate inner tube, the join of the inner tube is unsealed, the tube
withdrawn, patched, and returned. In the case of a single outer tube constructed
to hold the compressed air, a small cross slit is cut on the inner curve sufficiently
large to admit the forefinger by means of which a patch of thin sheet rubber is
solutioned in the interior over the puncture, the slit being closed by an interior
patch of rubber in the same manner as described for closing the longitudinal slit,
in paragraph 4.
am aware of John Samuel Smith's Patent No. 14203 of 1890 and make no
claim to anything therein described or claimed.
Having now particularly described and ascertained the nature of my said inven-
tion, and in what manner the same is to be performed, I declare that what I
claim is :-
:―
1. A pneumatic or air-inflated tyre for the wheels of velocipedes and other
vehicles, constructed with tabs or lugs upon it affording means by which it may be
secured to the rim or felloe of the wheel, substantially as hereinbefore described
and illustrated by the accompanying drawings.
2. A pneumatic tyre for the wheels of velocipedes and other vehicles, consisting
of an outer endless flexible casing formed with spaced tabs or lugs upon it, in com-
bination with a separate inflatible inner tube, in the manner and for the purpose,
substantially as herein before described and illustrated by the accompanying
drawings.
3. To secure a pneumatic or air-inflated tyre to the rim or felloe of the wheel by
making provision for the tyre to grip the rim circumferentially under the stress of
the compressed air, substantially in the manner hereinbefore set forth.
4. To partially secure a pneumatic or air-inflated tyre to the rim or felloe of the
wheel, in cases where some additional means of securing is adopted, by making
provision for the tyre to grip the rim circumferentially under the stress of the
compressed air, substantially in the manner hereinbefore set forth.
5. To secure a pneumatic or air-inflated tyre to the rim or felloe of the wheel,
by the use of tabs or lugs formed upon or otherwise firmly connected to the tyre,
substantially in the manner hereinbefore set forth.
6. To partially secure a pneumatic or air-inflated tyre to the rim or felloe of
the wheel, in cases where some additional means of securing is adopted, by the use
of tabs or lugs formed upon or otherwise firmly connected to the tyre, substantially
in the manner hereinbefore set forth.
7. To secure a pneumatic or air-inflated tyre to the rim or felloe of the wheel,
by a combination of the two methods specified and claimed respectively in
Claims 3 and 5.
8. In the wheel of a velocipede or other vehicle, the combination of the rim or
felloe with an inflatible tubular tyre having tabs or lugs formed or fixed upon it

page_text: n opposite pairs the free ends of which embrace the inner curve of the rim and
are connected together over it, substantially as herein before described and illus-
rated by Fig. 1, of the accompanying drawings.
9. The construction or building up of the tube for an inflatible tubular tyre for
wheels, such tube having spaced tabs or lugs formed upon it, substantially as set
forth with reference to Figures 2 and 3.
10. The method of and processes for constructing or building up the tube for an
inflatible tubular tyre for wheels, such tube having spaced tabs or lugs formed upon
it, substantially as hereinbefore described in paragraph 2.
11. In a pneumatic or air-inflated tyre for the wheels of velocipedes and other
vehicles the combination with an external protective tyre or casing and an internal
inflatible tube of rubber whether detached or not, of a restraining tubular envelope
of canvas or other suitable fabric cut on the bias or cross and placed between the
outer and inner rubbers, in the manner and for the purposes substantially as herein-
before set forth.
12. The method of, and processes for, joining a straight tube endless, to form an
outer tubular wheel tyre for containing an inner inflatible tube, substantially as.
hereinbefore described and illustrated by Figure 5 of the accompanying drawings.
13. The method of, and processes for, joining a straight tube endless and airtight
to form an inflatible tubular tyre for wheels, substantially as hereinbefore described
and illustrated by Figure 5 of the accompanying drawings.
14. The manufacture and use of the complete pneumatic tyre for the wheels of
velocipedes and other vehicles, such tyre being strengthened by canvas or other
suitable fabric cut on the cross, and made with tabs or lugs, enabling it by these
means to be secured to the metal rim, substantially as herein before described.
15. In a pneumatic or air-inflated tyre for the wheels of velocipedes and other
vehicles, the non-slipping arrangement or device, substantially as set forth with
reference to Fig. 4.
16. In a pneumatic tyre for the wheels of velocipedes and other vehicles, the
combination with the inlet pipe, of an airtight cap for the purpose hereinbefore.
described and substantially as set forth with reference to Figures 6, 7 and 8.
Dated this 19th day of November 1891.
WILLIAM GOLDING..