Improvements in or relating to Tyres.
Year: 1895

page_text: Date of Application, 15th July, 1895
Complete Specification Left, 15th Apr., 1896-Accepted, 27th June, 1896
Improvements in or relating to Tyres.
I, FREDERICK WILLIAM BROWN of City Chambers, Clifford Street York in
the County of York Architect do hereby declare the nature of this invention to be
as follows:
:-
My invention relates to woven spring tyres for the wheels of bicycles & vehicles
generally, for lessening the vibration caused by the roughness or unevenness of
the roads or rolling way and consists in improvements on the tyres described in
Specifications of Letters Patent Nos. 16809 of A.D. 1893 and 15194 of A.D. 1894,
and are as herein set forth and shewn on the annexed sheet of drawings.
66
"
These tyres are constructed of a regular series of arches of spring steel wire
(afterwards referred to as the "bearing wires") having their feet secured to two
circumferential wire rings or "edges" and crossing over in an oblique direction
from one "
edge" to the other. These "
bearing wires are interwoven with
looped spring wires called "braces" which are also arranged in a series of arches
crossing in an oblique direction from one edge" to the other but in a different
direction to the bearing wires aforesaid. In cross section the tyre consists of an
arch of woven spring wire, the feet of this arch being the "edges" of the tyre
and resting on the rim or felloe of the wheel and the crown of the arch being
towards the road. I have given the preceding general description of the tyre in
order that the nature of the following improvements may be better understood and
shall refer to the annexed sheet of drawings whereon
Figs. 1 and 2 are cross sections of the tyre e e² being the "edges" and s the
bearing surface.
Fig. 3 is a cross section of the tyre and its outer cover as fixed to the rim.
Fig. 4 is a part side elevation of the tyre ee being the circumferential "edge"
a. a. the "bearing wires" and bb the "braces."
Figs. 5 & 6 shew the tool used in looping the "braces " &
Figs. 7, 8 & 9 details of the "edges."
"
One of my improvements consists in using for the bearing wires and "edges
spring steel wire of a flat section placed so as to have its sectional breadth
horizontal when woven into the tyre as shewn in Fig. 2 at a' a² a³ and a¹, and the
"edges" at e¹, e².
The object of this is to give increased flexibility along the bearing surfaces and
generally throughout the tyre, and also increased lateral strength to the circum-
ferential "edges " and the parts of the bearing wires at the sides of the tyre
immediately above the "edges" in order to counteract the outward thrust or strain of
the tyre at these parts when the bearing surfaces is compressed. This thrust is
horizontal or approximately so and these wires by having their greatest sectional
strength in a similiar direction are better able to withstand it and at the same time
their vertical flexibility is maintained. The sectional breadth of these wires may
sometimes be inclined from the horizontal as may be required to give strength in
certain directions and flexibility in other opposite directions. The wires could
sometimes be of a half round sectional shape similar to a³ Fig. 9 the greatest
breadth being placed horizontal or approximately so as before.
Another of my
improvements is to fasten the ends of the "bearing wires" to the "edges" of the
tyre by means of small ferrules slipped over both. Such a ferrule could be formed
out of a piece of thin sheet steel rolled up so that its edges overlapped and thus

page_text: formed a ferrule or tube. These ferrules are shewn in Fig. 4 at ƒ'
and f³.
If greater strength and flexibility were required, two or more bearing wires might
be threaded one above the other through each of the loops these laminated wires
are shewn at a¹ Figs. 2 and 4.
Where these bearing wires join the "edges" of the tyre they could both be
secured by passing through the same ferrule 1 Fig. 4, and could also be held by
the ferrule f³.
If two separate bearing wires were. secured at the same ferrule as shewn at f
Fig. 4, less ferrules would be required.
I sometimes use bearing wires of a lower degree of hardness or temper than the
"braces" or of hard cold drawn steel or piano wire so as to be tough, and
I strengthen them at the sides of the tyre by threading shorter wires alongside
them (which may be of a higher temper). In Fig. 4, a shews a wire strengthened
by shorter wires of different lengths held to it by ferrules and it thus gets stronger
as it nears the edges of the tyre. In the same figure at a³ is shewn a strengthening
wire inserted in the ferrule f8 and running below the other wire to a loop of the
brace at c which it is bent around, or it might pass beyond it at c¹ and both the
wires are of flat section.
If desirable long ferrules may be used as shewn at f' (made of spring steel) for
the above purpose, and they may be shaped so as to have a small amount of
flexibility when hardened and tempered.
"
The circumferential " edges of the tyre are of flat wire as shewn at e¹ e
Figs. 1 and 2 and in order to be able to vary the size of the tyre when finished; to
suit the circumference of the rim I join the ends of the edge e Fig. 4 by slipping
them through a loose ferrule and allow an extra length of "edge" to g² or
further, and bind or secure g² to any fixed ferrule f8 beyond it. The ferrules may
be made loose at the parts of the "edges near their joinings so that a piece having
been taken up in each "edge" or let out, as may be requisite, the ferrules securing
the ends of the "bearing wires" at this part of the tyre can be slid along the
"edges" and the positions of the "bearing wires" thus re-adjusted.
"
Or if the tyre were required to be altered much more in its circumference, the
two "edges" might be slid out of the ferrule f and some bearing wires and
braces taken out, or more inserted as required to make the tyre smaller or larger
in circumference.
"
In order to keep the tyre in proper shape and prevent it from swaying or
moving laterally when in use, I arrange the cross ties so as to connect the " edges
with higher parts of the sides of the tyre opposite to them.
Thus in Fig. 2 the one side of the tyre is connected at the points a¹ a² to the
opposite edge e¹ by the ties t', t2, and the other side of the tyre is connected at the
points a, a, to the opposite edge e by means of the ties t³, tt. Other parts of
the tyre could also be connected as a² and a³ and so on, on the same principle.
These arrangements also allow the tyre to spread outwards to a certain extent at
its sides when the surface s is depressed, which would give more flexibility and
resilience to the tyre.
If desirable the ties could be made of flat wire or wire rendered flexible by
looping or other methods.
Fig. 1 shews another arrangement of cross ties which would not allow the sides
of the tyre to spread outwards to the same extent as in Fig. 2, the tie t¹,11
connecting a¹ and e' being bent once or more around a central wire p running along
the middle of the tyre, and the tie t³ f³ connecting a³ and e* being similarly looped
: around p. These arrangements (having the fixed central wire p,) would be most
applicable to a tyre of a narrow base as shewn.
Fig. 2 shews at s an improved way of wrapping the bearing wires to prevent
them chafing the outer cover when in use. I use a strip of material of strong
threads or fibres placed lengthways and slightly woven together by finer cross
threads and wrap it around these wires once or twice around each in turn and so on

page_text: to and fro across the surface of the tyre, so that only the parts s are exposed
which are wrapped around the wires, the connecting parts s¹ being placed inside
the tyre, and when the tyre is depressed at s the wrapping would tend to tighten
around each of the bearing wires. The wrapping might otherwise consist of
threads wound helically around each bearing wire as at s Fig. 4 and both the
above wrappings may be soaked in a solution of gum or glue (preferably marine)
either before or after being applied to the tyre.
Fig. 3 is a cross section of a tyre t, and cover c, and shews in two stages an
improved way of fixing the spring tyre to a rim for a pneumatic tyre in which the
cover is held on by endless wires e³ e embedded in its edges and fitting into
channels in the rim at h¹ h³..
"
Short pieces of unhardened or malleable wire w preferably of flat section (or
metal strips) are bent around the "edges' of the spring tyre as at 2 and then
around a bearing wire above at a.
A number of these wires w having been fixed thus to each edge el, e², at short
intervals apart along the tyre, it is inserted within the cover and the free wires w
are hent over the edges of the cover as at e* and then pressed towards the edge e
and bent further so that they become as at e¹ thus enclosing the endless wire e³.
When the tyre is placed on the rim by the usual method, the edge e' rests in the
channel in place of the endless wires 3 and the free ends of the wires w are
pulled apart and bent around the edges of the rim as shewn at w³, thus making an
exact fit.
If the wire edges e¹, e², are made unstretchable and the hook w³ passes through
the casing direct from the "edge" e¹ to the edge of the rim whercon it is hooked
at wunhardened or malleable metal may be used for the hooks w³ as before.
If a leather cover were used for enclosing the spring tyre I provide it with a row
of small holes at each side of the bearing surface as at v Fig. 3, these holes being
lined with metal eyelets or rivets as shewn, through which to sew or rivet on the
outer treads thus giving facilities for replacing it when worn out.
Figs. 5 and 6 shew an improved form of the tool used in making the looped
"braces" and previously described in Specification of Letters Patent No. 15194
of 1894. Fig. 6 is a front elevation and Fig. 5 a plan at right angles to the plane
of Fig. 6. The tool consists of a horizontal shaft m revolving in the head of a
fixed standard n being actuated by a crank handle o. The other end of the shaft
has a slot strengthened by a short ferrule and fitted with a removable "bit" made
of flat steel having a centre part z on which each loop is wound in succession
and then placed on the arm y' whose distance determines the space between the
loops.
This army is depressed at the end so as to be out of parallel with the central
part z.
This depressed arm is shewn at y Fig. 6, consequently the looped wire when
wound on this "bit" has a twist in it which is required in the "braces" when woven
in the tyre at 6 Fig. 4.
The Figure 5 shews the wire coiled on the bit which has its end partly cut away
at z in order to allow the loop to be wound further around the bit and also to
facilitate taking it off when wound. The handle o is arranged so as to always be
at its lowest point when each loop is completed on the "bit."
The middle parts of the "braces" (viz., where they would hold the bearing wires
in parallel positions at the bearing surface s, Figs. 2 and 4) have the folds of each
loop coiled close together as at b, Fig. 5.
As it is desirable that the circumferential " edges" of the tyre should be
sufficiently stiff, I sometimes make them of hardened and tempered steel of hollow
rib section similar to that used for umbrellas and known as the "Paragon" frame.
In Fig. 9 ee is one of the "edges" so formed, viewed in side elevation, a' a² the
bearing wires which are held to the "edges" by the ferrules ff2. The "edges
have the hollow side or channel placed towards the outer circumference of the tyre
so that the feet of the bearing wires rest in the hollow part and are held laterally
"

page_text: by the sides of the channel and the ends secured by turning them up as at f¹ and
if two or more bearing wires are threaded into the same ferrule as at f the upper
wire or wires can be bent as at d' so that though they can be slipped through the
ferrule as shewn, yet when the lower or strengthening wire a is afterwards inserted,
the wire a could not be withdrawn unless a were first taken out, and the end
portions of the bearing wires as from d to d' would separate the ferrules and keep
them equidistant, and would also pack up the next bearing wire at d. In the same
figure at k is shewn a cross section of one of these channel "edges" the hollow being
made just deep enough to hold the bearing wires tightly, and the ferrule f has its
top edges overlapping as shewn and owing to its shape could be made either of
malleable sheet metal such as brass or if desirable of hardened and tempered
steel.
"
-The ends of the channel "edges' are joined at the same part of the tyre by
overlapping for a short distance as in Fig. 8 and one end of the "edge" is hinged
ath to a ferrule f into which the other end of the "edge" slides as shewn, when it
is coiled into a ring which is thus made of an adjustable diameter so that the tyre
can be made larger or smaller in circumference as previously explained by adjusting
these, edges where they slide through the ferrules, and for this purpose the free end
of the one 6:
edge" may point in an opposite direction to that of the other "edge'
and the tyre can be bent inwards towards the centre at these hinged parts as shewn
at fin Fig. 7 and the ferrule slipped off and the tyre disconnected at this part for
the purpose of adjusting its size or to facilitate placing it within the outer cover, or
on to the wheel. If desirable each of the rings or "edges" may have more than one
of these hinge and ferrule joints and the end e Fig. 8 could be split so as to spread
& clasp the "edge" above it. The edges could otherwise be hardened in their
curved shape in order that they may be bent in as at f Fig. 7, more easily.
In order to obtain greater vertical strength or stiffness in these circumferential
"edges" I sometimes make their channels deeper as in cross section at Fig. 9,
and I lay a flat wire along the bottom of the channel as shewn in order to pack
the end parts of the bearing wires tightly up to the ferrules at their fastenings.
Thus all the "bearing" wires might be bent as at d Fig. 9 and the wire k² could
be inserted in short lengths so that each would wedge or tighten up a number of
these ferrule fastenings and they could each have a free end for the purpose of
withdrawing them if requisite.
The packing wires 2 could otherwise be bent up between the ferrules similar to d¹,
Fig. 9 either to keep the ferrules in their places or to provide means for fastening
ties, hooks, or other parts of the tyre to the circumferential" edges."
In Fig. 9 k¹ also shews the channel "edge" of a rectangular cross section, which
would give increased lateral stiffness or strength.
It will be apparent that any parts of the tyre being fitted together in the
foregoing manner may be readily detached and replaced if damaged.
"
If desirable the looped springs or ❝ braces previously referred to in this
specification could be formed out of flat steel wire coiled on its edge, which when
hardened and tempered would give them increased flexibility at the sides of the
tyre above its "edges where the sectional breadth of the wire would be in a
horizontal plane, but would have its sectional breadth in a vertical plane at the
surfaces Fig. 1 which would give them increased strength or stiffness at these
parts, but if more flexibility were desired along the surfaces, each of the braces
could be coiled on its edge for about a third at each end and the middle part coiled
on its flat side, otherwise the whole length could be coiled on the flat side.
Amongst the other advantages gained by using the channel "edges" before
described, is that owing to their superior stiffness and strength, they require fewer
attachments to the rim and are readily secured by means of hooks attached to them
and secured by short malleable wires passing around the outer side of the rim and
bent around the looped ends of these hooks as described in Specification 15194 of
A.D. 1894.
Or if the tyre were applied to the rim by having these "edges" placed so as to

page_text: lie at the outer sides of the rim and supported by cross wires or strips resting or
the rim and their ends bent around the "edges," they would require fewer of these
supports and the smoothness and neatness of their shape would allow the edges of
the outer cover to be folded around them and thus secured instead of entirely
enclosing the rim as heretofore, and this would give better facilities for detaching
the tyre and cover from the rim for purposes of repair.
Dated this Thirteenth day of July 1895.
Improvements in or relating to Tyres.
FREDERICK WILLIAM BROWN of City Chambers, Clifford Street, York
in the County of York Architect 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:—
My invention relates to woven spring tyres for the wheels of vehicles for
lessening the vibration caused by the roughness or unevenness of the roads and
are applicable to the wheels of all kinds of vehicles generally and cycles.
My invention consists in improvements on the tyres described in Specification
of Letters Patent No. 15194 of A.D. 1894 and are as herein set forth."
My tyre is constructed having two equal sized wire rings of about the same.
diameter as that of the wheel to which the tyre is to be fixed. They are used in
fixing the tyre to the rim or felloe and are about the same distance apart as the
tread of the wheel. A regular series of arches of spring steel wire of a flat or
ribbon section are secured tangentially at their feet to these rings and cross over
obliquely from one ring to the other. These arches (which I shall afterwards.
refer to as "bearing wires") are interwoven at the sides of the tyre with wire
springs of a somewhat helical shape which lie in an opposite direction to the
"bearing wires." Thus in cross section the tyre consists of an arch of woven
spring wire springing from the rings aforesaid which rest upon the rim of the
wheel and the top of the arch has the bearing wires wrapped so as to give a
surface. The opposite sides of the spring tyre are connected by wire ties in such
a manner as to give lateral rigidity to the tyre. I encase the spring tyre in an
outer cover of canvas and rubber similar to those used in pneumatic tyres, or a
cover of leather or other suitable material might be used. This cover is used for
the purpose of protecting the spring tyre from injury and to form a bearing surface
towards the road.
I have given this general description of the tyre in order that the nature of my
improvements may be better understood and shall refer to the annexed sheet of
drawings whereon
Fig. 1 is a side elevation of part of the spring tyre the upper side being the
bearing surface & the lower side r is one of the wire rings aforesaid from which
the bearing wires b, b, spring and s, s, are the springs through which they are
interwoven.
Fig. 2 is a plan of part of the bearing surface of the spring tyre.
Fig. 3 is a cross section of the tyre r,
bearing surface.
being the rings t, u, the cross ties / the
Fig. 4 is a cross section of the tyre provided with the outer cover k & fixed to
the rim p.
Fig. 5 shows cross sections of the wire rings and of the ferrules used on these
rings.
Fig. 6 shews the tool used in making the springs.
Figs. 7. 8. and 9 shew different views of the tool used in making the ferrules for
fastening the bearing wires to the rings.

page_text: Fig. 10 is a section of the Jaws of the pliers used in bending the feet of the
bearing wires to the required shape.
One of my improvements is to use bearing wires of a flat or ribbon section
having its sectional breadth horizontal when woven into the tyre. My object is to
obtain greater flexibility in these wires and along the bearing surface of the tyre.
The bearing wires are fastened to the rings by small ferrules f Fig. 1, which
are slid on to the rings, being just large enough to hold them tightly to the rings.
The rings would be made of steel wire of either flat or half round section, the
same breadth as the bearing wires their flat surfaces lying together as shewn in
section at Fig. 5. I prefer to make the rings of grooved umbrella wire as in
section at being that kind known as the Paragon frame, the groove is the same
width as the-bearing wires-but-deeper-than-the thickness of these wires and their
ends being bent as at f1 Fig. 1 when they are placed in the groove and the
ferrules pushed over them the raised parts catch the ends of the ferrule and
hold them fast, the ends of each of the bearing wires being left long enough to
pack up the heel of the next wire and thus keep the ferrules in equidistant positions
along the rings.
The wires could be placed in the ferrules by passing the plain ends through first
and if desirable a small flat wire could afterwards be slipped into the bottom of
the grooved ring to tighten these wires in the ferrules. Each of the bearing
wires may be built-up of a number of thin flat wires of the same breadth laid each
above the other and thus laminated. By this method any required amount of
strength could be obtained in these wires (as would be requisite for heavier
vehicles) still preserving their flexibility and they would be less liable to break
than if of one wire.
The springs are bent into shape by means of the tool used in Fig. 6 by a
similar method to that adopted in Specification No. 15194 of A.D. 1894. The
tool or bit being fixed at the left hand end of a spindle which is revolved in an
upright by means of a crank & handle at its right hand extremity. The handle is
turned by the right hand while the wire is held in the left hand.
The bit consists of three prongs z, 21, 22, and after each loop is formed it is
placed on to, and 21 while another loop is coiled on 2¹, and 22. These springs are
formed from steel wire and are afterwards hardened & tempered. Each of the
springs has a few loops at the top end turned at right angles to the rest as shewn
at Fig. 1 and Fig. 2 these top loops serving to hold the bearing wires in
parallel positions along the bearing surface and they can afterwards be fastened
to those approaching them from the other side of the tyre by binding with thin
wire.
In order to give lateral rigidity to the spring tyre its opposite sides are connected
by wire cross ties as shewn in Fig. 3.
These ties are made of steel wire of flat section sufficiently thick to be stiff and
have an eyelet or loop at each end. They may be made with a tool on the same
principle as that used for the springs the bit having two prongs of about the same
gauge as the bearing wires, and of a distance apart equal to the length of each tie.
I take a length of wire and wind a small loop on one prong then place this loop on
the other prong and wind another on the first and so on making loops at regular
intervals along the wire which is then cut into short lengths and hardened &
tempered. The cross wires e Fig. 2, which I use to support the bearing surface
of the tyre are inade in a similar way to these cross ties and are the same shape but
are made of stronger wire, and curved as at m h m Fig. 3.
I will now describe the manner in which I fit the component parts of the tyre
together. I first take one of the rings and having slipped the required number
of ferrules upon it I fasten the bearing wires 6 to it at equal distances apart and
lying tangentially to the ring r. I then place the springs s in position on these wires b
(there being the same number of springs as bearing wires) the bearing wires b being
passed through the loops in the springs s which are arranged so that the hook at the
end of each is held by the fork where the wires join the ring. At the same time

page_text: I thread on the cross ties the bearing wires passing through their end eyelets.
In inserting the cross ties I connect the lower part of the tyre at a¹ Fig. 3 (which
will be rigid when fixed to the rim) to a higher part a² at the opposite side of the
tyre by the tie t, and a² is connected by the tie t¹ to a still higher part of the
opposite side, a³. Another set of ties are also inserted on the same principle but
commencing near the ring 1 as shewn in the same figure. If the tyre were
narrower and deeper in section than shown at Fig. 3 more ties would be needed and
they could be inserted above those shown but would be upon the same principle.
If desirable the ties could have a central loop or eyelet as shewn in Fig. 4 at j
and each pair of ties would in this case be held at their centres by a continuous
flat wire threaded along the rentre of the tyre and passing through each pair in
turn. I arrange the eyelets of the supporting wires so that they lie in the top
loops of the springs as shewn at m Fig. 2 & Figs. 1 and 3 and each bearing wire is
woven through the eyelets of two supporting wires at the side of the tyre before
being carried obliquely across at the bearing surface to the other side of the tyre.
The bearing wires need not reach in one piece of wire from one ring to the
other as it may be more convenient to have them separate to each ring and
afterwards overlapping each other for some distance at the bearing surface.
springs are bent at right angles after the top loop as shewn in Fig. 2 at s¹ so that
the intermediate parts lie obliquely across the tyre and serve to hold the bearing
wires in their respective positions at this surface. For greater convenience the
springs can be divided into two parts about the middle of this intermediate piece
and afterwards reconnected by binding together with wire, and the bearing wires
are also bound to supporting wires as shewn at e Fig. 2. I next place the other
ring in position alongside and having the ferrules arranged on it as before and
holding the cross ties and springs at this side of the tyre in their respective
positions thread the bearing wires through their loops and so complete
this side of the tyre, the ends of the bearing wires being secured tangentially to
this ring by the ferrules slipped over them as before, and the ties placed so as to
give an arrangement similar to that shewn in Fig. each ring being connected
with a higher part of the opposite side of the tyre and this again connected back
to a still higher place at the first side. Other ties might be inserted on a similar
principle.
The
The cross wires supporting the bearing surface of the tyre may have a slight
curvature as in Fig. 3 the object of this being to prevent the outer cover in the
case of bicycles getting worn unduly at the sides and also to prevent the pressure
coming too much on one side of the tyre in turning a corner. But tyres fór
carriages being always upright might have a much Hatter tread similar to those
previously described in Specification of Letters Patent 15194 of A.D. 1894.
:
The supporting wires at the bearing surface have their ends resting in the top
loops of the springs as at m Fig. 2, and the flat wires after passing through these
eyelets are bound to the end of the loop beneath with a piece of thin wire as at v
Fig. 1.
'
As regards the sizes and strengths of the tyres for various vehicles they could
be divided into about four classes as follows-
(A) Tyres for perambulators and the like,
(B) for bicycles, tricycles and bath chairs,
(C) for light carriages and traps.
(D) for heavier carriages, carts and so on.
The sectional depth of the tyres in each case would be (A) one and a half
inches (B) two inches (C) three inches (D) four inches and upwards.
The thickness of the wires of which the springs are made would be (taking the
Birmingham wire gauge in all cases)-(A) No. 17, (B) Nos. 16 or 15, (C) Nos. 14
or 13, (D) No. 12.
The bearing wires would each be in about three laminations or more or less as
required for strength and the sizes of each of these latter would be (A) Nos. 15
by 28, (B) Nos. 14 by 22, (C) Nos. 12 by 21 or 20 (D) Nos. 11 by 20 or 19.

page_text: In regard to the sizes of the loops in each spring, that is the distance z¹ to z³
Fig. 6, it would vary according to the thickness of the wire of which they were
made viz. No. 17. B.W.G. would be inch, No. 16 = inch, No. 15 inch
No. 13 inch, No. 12 =
===
or an inch and so on.
=
If stronger springs were required they could be obtained by making them of
wire of flat rectangular section the same thickness as those before mentioned but
one and a half times to twice their breadth and coiled on its edge or thin side. Of
course the sizes given above might have to be varied considerably according to
the weight of the vehicle when loaded and the number of wheels.
Fig. 4 shows the tyre provided with an outer cover k which has a renewable
tread of leather or other suitable material and I provide a row of metal eyelets
(similar to those used in laced boots but larger) along each side of the cover at
and-parallel-to-the-tread,-the-cover-k-must-be-sufficiently-thin and flexible-I-lace
or sew on the outer tread by wires or threads using a curved needle and passing
it through the cover and eyelets separately the threads being afterwards pulled
tight.
Fig. 7 shows a side view of the pliers used in making the ferrules, Fig. 8 is
another view taken from above and at right angles to Fig. 7. The lower jaw has
a groove c and the upper jaw a plunger c¹ which is the same size as the wire ring
upon which the ferrule is to fit. Fig. 9 shows a vertical section along the jaws
taken along the groove. In using them I take a small rectangular piece of thin
sheet metal of suitable size and place it on the lower jaw above the groove and
below the deeper part of the plunger 2 Fig. 9. The jaws are then pressed
together and the ferrule becomes as at f' Fig. 5. It is then held under the thin
end of the plunger c¹ while the edges are folded over as at fe Fig. 5. This can
be done by a sliding pressure from the end of a blunt chisel. If desirable the top
edge may be longer and folded down the side as at f' Fig. 5.
Having now 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 woven spring tyre, the combination of the flat wires b and the springs s
substantially as herein set forth and shewn on the annexed drawings.
(2) The combination of the laminated flat wires b and the springs s substantially
as herein set forth.
(3) The construction of the bearing surface h of flexible flat wires or laminated
wires substantially as and for purposes herein set forth.
(4) The application of the circumferential rings r having a flat upper side and
methods of securing the wires 6 to them by means of ferrules f substantially as
herein set forth.
(5) The application of the rings r of grooved section, the ferrules f and wires b
bent as at and means of tightening same within the ferrules, and holding same
equidistant substantially as herein set forth.
(6) The construction of a spring tyre having the wires 6 and springs s
detachable from the rings r for purposes of replacing same, substantially as herein
set forth.
(7) The application and arrangement of the cross ties connecting opposite sides
of the tyre preferably by engaging with the "bearing wires as shown in Figs. 3
and 4, so as to give the tyre lateral rigidity substantially as herein set forth.
(8) The application of a renewable tread g to the outer cover k, and methods
of securing it to the same without detaching the cover from the wheel.
Dated this 14th day of Anril 1806
FREDERICK WM. BROWN.