Elastic Tyres for Road Locomotives and Road Vehicle Wheels.
Year: 1897

page_text: Date of Application, 8th Sept., 1897-Accepted, 8th Jan., 1898
COMPLETE SPECIFICATION.
Elastic Tyres for Road Locomotives and Road Vehicle Wheels.
I, THOMAS BALLARD MARCHANT, of Verney Wharf, Verney Road, Rotherhithe
New Road, in the County of Surrey, Mechanical Engineer, 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:-
I herein describe, and illustrate in the drawings accompanying it my new method
of constructing the tyres of wheels to be used for vehicles and locomotives which
have to travel upon common roads.
My invention does not include any other portion of a wheel except the rims and
body which have of course to be designed in such a manner as to be adapted to
support and hold the various parts of my invention in the position intended or
required. The proportions of the said rims or body like other parts of my inven-
tion varying in design and proportion according to the nature of the particular
work or road for which the said wheels are intended to run. Neither do the draw-
ings illustrate all the sections that may be required, but the main part of this my
invention is the particular way in which the blocks or portions of elastic and non-
elastic materials are arranged in relation to that portion of a wheel called the rim.
and to which rim or rims the said blocks are attached.
The said blocks or segments together with their bolts, plates and other described
and illustrated parts form a new and improved elastic tyred wheel for road vehicles
or engines.
The drawings Figs. 1, 2, 3, & 4 Sheet 1 shew a tyre more especially designed for
light kinds of vehicle wheels that have simply to sustain the weight of the super-
imposed load. Figs. 5 to 9 Sheet 2 shew a wheel tyre especially intended for
heavier types of wheels that not only have to bear a load but have also to act as
driving wheels to propel the vehicle or locomotive to which they are attached.
the description given of this my invention below, the same parts are indicated in
all drawings by the same letter or figure.
In
Each separate elastic block A is preferably made of a triangular shape in cross
section, and also if possible an equilateral triangle, as they can then be changed
when worn or damaged so as to present one of its unused sides to the surface of
the road if required.
I also prefer to make all the edges of the said blocks to a radius of a circle so
as to avoid one block from tending to overlap another, and when the said blocks
are compressed upon the road the substance of the blocks will be mutually squeezed
together, then still the rounded off edges will allow of the wheel getting sufficient
grip upon the road surface to avoid slipping.
When the above mentioned triangular section shaped blocks A are used I prefer
to interpose between each of them a similarly shaped block B of inelastic substance
so fastened to the rims C or body D, of the wheel that their apex is pointing in a
radial direction outwards from the centre of the wheel, and their base lying flatly

page_text: upon the circumference of the said wheel body D, thus economising the relative
quantity of elastic substance required. The inelastic blocks B may be either solid
as in Fig. 8 Sheet 2, or hollow as shewn in Fig. 3 Sheet 1 as may be thought
necessary. For instance, thin steel would do, so bent as to form in cross-section a
hollow triangle with the points of the angles rounded off as shewn in Fig. 3 Sheet 1,
& the said hollow steel blocks or filling up pieces may be left slightly open (as shewn
at F) at their base so as to spring more or less with the pressure of the intermediate
elastic blocks already mentioned.
I also arrange to have the said elastic blocks A standing out further from the
circumference of the wheel rim than do the apices of the interposed filling up
blocks B, which prevents injury to the inelastic blocks from undue pressure, as
the function of blocks B is to prevent blocks A from any movement other than
their compression in a radial direction Further I sometimes find it advisable in
wide wheels to divide the width of the tyre, into two or more parts as at Figs. 5, 6, 7
(Sheet 2). So there are two or more distinct sets of blocks A & B, together making
up the required width of tread, each separate dividing ring G having provided in
it the necessary holes for holding said blocks in position although these can be
put in the body of the wheel if desired according to the nature of the fastenings
used. And I prefer to so place the said holes for fastenings that the blocks do
not stand in line with each other but each block is shifted half its sectional width
around the rim thus making the outer surface of the wheel to assume roughly a
circular form but traversed by grooves in each direction formed by the rounded
off edges of the blocks for the purpose set forth. See plan Fig. 5 (Sheet 2).
Furthermore, sometimes I use a double set of the triangular elastic blocks A³
(Sheet 2) each alternate block being of course inverted and used, instead of, but
in the same way as, blocks B, and I also use when necessary the said blocks A and
surround them with the above mentioned steel spring triangular form of segment
above mentioned thus forming an armoured but not smooth surface to the road.
The spaces F left open in the metallic blocks, together with the rounding off of
their points, serving to obtain grip for driving as already explained. The said
elastic blocks A can be made hollow so as to contain air, either enclosed during
their manufacture or fitted with the necessary nozzle & valve to enable them to be
supplied with high pressure atmospheric air if desired N, Fig. 7 Sheet 2. A
segment or block A is shewn so fitted, together with one method of fastening the
blocks A or B to the wheel body, and also the method of holding blocks A to the
said wheel body, yet still allowing the movement of the block due to the weight of
the vehicle & its load being brought to bear upon it.
Referring finally to the drawings Sheet 1, Fig. 1 is an elevation & Fig. 2 a
section of a comparatively light wheel for vehicles or light locomotive engines, oue
Fig. 1. Fig. 3 is a sectional view of two blocks A & two blocks B in their relative
example of a metallic spring block B with its fastening bolt H being shown in
position seen in elevation & Fig. 4 is a sectional view of a block A, but in these
two views hollow blocks of elastic material are shewn with the nozzle for filling
with air & the bolt Z holding their respective blocks in position. Fig. 3 also
shews the bolts H by which the metallic spring plates are held to the rim D. On
the drawings Sheet 2 Fig. 5 is a view shewing a portion of a wheel with a double
set of blocks with a middle rim, it will be seen that in this case the middle rim is
tapped & bolts Y are screwed into it, each block A or A', or B having its own screw
bolt. Fig. 6 is a sectional view of a similar wheel & gives the method of fastening
blocks to wheel, especially where an elastic block is protected with a steel spring
plate A³. Fig. 9 is a sectional view shewing an arrangement of all such blocks
as A³ no blocks B being used, & the holes for the bolts Y would have to be
especially placed as shewn also in the body of the wheel D. for bolts H.
Fig. 7 is a sectional view of a wheel with middle rim & fitted with similar inflated
blocks to those shewn on Fig. 4 Sheet 1. & without armour plates & Fig. 8 shews
the two kinds of block A & B with an example of inflated block A¹-with spring
blocks B¹ used in conjunction therewith.

page_text: 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. The placing of separate blocks or segments in a transverse direction--(that is
parallel to the axle of a wheel) whatever their shape.
2. The particular method of using triangularly shaped elastic blocks to enable
each block to be changed when its face becomes damaged by contact with the road.
3. The use of triangular shaped blocks of elastic material in conjunction with
similarly shaped blocks of inelastic material placed between them to support &
locate them.
4. The use of triangularly shaped steel spring blocks or distance pieces in con-
junction with the elastic blocks placed alternately between them.
5. The combination of the blocks of elastic substance together with the steel
triangular armour plates placed around them as described & drawn.
6. The construction of elastic tyres in such a manner as to combine the use of
separate transversely placed blocks of triangular section, inflated with air & com-
posed of an elastic substance, between which are placed similarly shaped blocka
of inelastic substance, the elastic blocks having placed around them steel spring
plates, the whole of the said blocks and spring plates being held in their relative
positions by the bolts & screws passing through them & through holes provided in
the rims and body of the wheel structure. This claim is therefore a complete
combination of the five preceeding separate claims for the purpose specified and as
described & drawn.
Dated this 6th day of September 1897

page_text: chloride, 30 parts of water, and 30 litres (in case the parts are kilos. by weight) of con-
centrated hydrochloric acid, is slowly added during agitation. The resulting mixture,
which immediately assumes a blue color, is heated to about from 50 to 60 degrees
Centigrade, and subsequently an excess of a concentrated solution of ammonic
chloride (or another alkaline chloride) is added. On cooling, the ammonium salt of
paradihydroxylamine anthrarufine disulphonic acid separates in the shape of small
needles. Finally, this precipitate is filtered, dried, and pulverized. The dark
powder thus obtained dissolves in water with a blue color, which changes into blueish-
green, on the addition of ammonia. By concentrated sulphuric acid it is dissolved
with a yellow color. The coloring matter dyes unmordanted wool, in acid baths,
reddish-blue shades, and yields, on chronium mordants, blueish-green shades.
In an analogous manner, paradihydroxylamine chryazine disulphonic acid is
obtained from paradinitro chrysazine disulphonic acid. It exhibits properties
similar to those of the above described new compound derived from anthrarufine.
The ammonium salt of this new acid dissolves in water with a violet color,
which changes into green on the addition of soda lye. It dyes unmordanted wool,
in acid baths, blue shades, and yields, on chronium mordants, blueish green
shades.
My foreign correspondents do not intend to confine themselves to the particulars
given in the above example, which are merely typical, and can be varied with in wide
limits, without altering thereby the nature of the present invention, which, in
general terms, relates to the production of the hereinbefore defined hydroxylamine
compounds by a partial reduction of the corresponding dinitro compounds, and to
the transformation of the new compounds into the corresponding diamido bodies.
Having now particularly described and ascertained the nature of the said inven-
tion and in what manner the same is to be performed (as communicated to me
from abroad), I declare that what I claim is :-
1. The process for producing disulphonic acids of paradihydroxylamine anthra-
rufine and paradihydroxylamine chrysazine, which process consists in treating
paradinitro anthrarufine and paradinitro, chrayazine disulphonic acids with such
quantities of reducing agents as are necessary to transform the nitro groups into the
hydroxylamine groups, substantially as hereinbefore described.
2. The transformation of the dihydroxylamine compounds above described into
diamido-anthrarufine and diamido chrysazine disulphonic acids by treating these
compounds with reducing agents substantially as hereinbefore described.
3. As new articles of manufacture, the new anthraquinone derivatives hereinbefore
described.