Improvements in or relating to Pneumatic Tyres.
Year: 1896

page_text: Date of Application, 16th Nov., 1896
PROVISIONAL SPECIFICATION.
Improvements in or relating to Pneumatic Tyres.
I, THOMAS SLOPER, of 11, 12, 14 & 15, Brittox, Devizes, in the County of
Wiltshire, House Furnisher, do hereby declare the nature of this invention to be
as follows:-
This my invention relates to certain improvements in Pneumatic Tyres.
In building up a fabric for a pneumatic tyre I sometimes arrange threads to
cross the tyre diagonally in both directions somewhat in the usual manner, but
instead of arranging these threads to be at the same angle both ways I prefer
to bend each thread at about the tread position so that it is at a different angle
on one side of the tyre than on the other side. Both layers of thread are bent in
a similar manner so that the two layers are set at different angles to each other
on each side of the tyre, but the arrangement is such that the threads on each
side have corresponding threads on the opposite side of the tyre at a similar angle.
More than two layers of thread may be employed if desired.
A tyre cover may be made by arranging on a foundation loops of thread with
the ends starting from opposite sides of the cover & passing over the centre or
tread portion at a position farther along the cover. A thin sheet of rubber may
then be added when a similar series of thread loops may be applied so arranged
that they bend the opposite way to the other series. I prefer that the two
series shall be composed of threads of different length to each other so that the
angles at which they are laid shall not be the same in one layer as in the other.
I sometimes arrange the threads in a pneumatic tyre cover in such a manner
that each thread is approximately parallel with the tyre for a short distance just
at the tread position, but so that it takes a diagonal direction at the sides & in
this case I sometimes employ separate or distinct threads for each side of the
tyre.
Such a tyre cover may be formed by a number of thread loops both ends of
such loops being attached to the same selvage of the cover & the centre or bend
of the loops being at about the centre or tread portion where they overlap or
engage with a similar series of loops coming from the selvage on the other side of
the cover.
I sometimes arrange the thread at one end of each loop to incline at a greater
angle from the selvage than at the other end of the same loop, so that the por-
tion which goes to the tread part of the tyre is not the centre of the loop but
towards one end.
I sometimes employ a few rows of elastic machine stitching to bind different
parts of a tyre together.
I find it is an advantage to employ fabric constructed with threads set at
a different angle in one direction than in the other as described. I sometimes
employ transverse threads in combination with threads of various lengths crossing
the cover in the form of "U" in which case the latter threads are all bent the
same way.
In making what is known as a tubeless tyre I prefer to arrange that the joint
or a part of the same shall be at one side of the tyre where it can be seen so that

page_text: in case of difficulty when inflating, it may be ascertained at what part of the
circumference the leakage occurs.
The Tyre may be held to the rim by any of the known methods of attachment,
but I prefer to build or vulcanize this pattern tyre in a novel form, so that in
placing same on the rim the transverse section is altered & the point of pressure
causing this alteration of form is taken advantage of for forming the initial joint
necessary for the purpose of inflation.
The tyre may be held in the hollow of a concave rim by a circumferential wire
or other fastening secured inside the tyre.
A bead may be formed at one edge of the tyre joint &'a wire may be inserted
at one side of this, head in such a position that the tyre has to be distorted out of
shape to get the edge of the joint in place & so that when put in position the
wire causes the bead to press against the other edge of the tyre joint.
An elastic band of soft rubber, may be employed at the joint either solutioned
on or detachable. This band may easily be renewed in order to make an air tight
joint when the other parts of the tyre have become hard through time.
In every case where I have described a tyre "cover" it will be understood that
with the necessary modifications a complete tyre may be made having threads
arranged in the particular manner described.
In each case where I use the word "thread" any flexible & approximately
inextensible material may be employed & where-extra strength is required fine
wire may be used instead of or in conjunction with thread..
In order that wire may retain its position in a tyre it may be covered with
thread wound or braided on & this thread may be saturated with rubber solution
before it is applied to the wire which will cause it to better amalgamate with the
rubber in the process of vulcanization.
For making tyres it is an advantage to thoroughly impregnate the fibres, thread,
or canvas to be employed with india rubber solution & to allow this to dry. In
some cases this may be done during the manufacture of the thread & before the
spinning process is completed.
For the purpose of making the initial joint necessary for inflating the
"tubeless" class of tyres a separate elastic or spring metal band may be employed
under tension.
This may be taken off after the tyre is inflated or if it is applied inside the tyre
it may be allowed to remain there.
Various modifications may be employed in the arrangements described without
departing from the spirit of this invention.
Dated this 12th, day of November 1896.
COMPLETE SPECIFICATION.
Improvements in or relating to Pneumatic Tyres.
I, THOMAS SLOPER of 11, 12, 14 & 15 Brittox, Devizes, in the, County of
Wilts, House Furnisher, do hereby declare the nature of' this invention and in
what manner the same is to be performed to be particularly described and ascer-
tained in and by the following statement:
This invention has for one of its objects to construct a pneumatic tyre which
as compared with those hitherto in use. shall be faster,. and more resilient, and
more.comfortable for the rider, or occupant of the vehicle provided with the said
tyres.

page_text: This part of the invention may, be said to consist generally in the employment
of different series of oppositely-inclined restraining threads or wires extending at
each side of the tyre, say from the wheel rim to the tread of the tyre or in other
words, towards what is hereinafter referred to as a " circumferential line," that
is to say a circle at the centre of the tread portion of the tyre or thereabouts, the
threads of one series being at a less angle to such a circumferential line than
those of the other series.
The threads may be formed of any flexible and approximately inextensible
material such as vegetable fibre, or (where extra strength is necessary) wire, the
metal and other threads may be used either alternately of, or in conjunction with
each other; the word "thread" or "threads" as herein employed being intended
to embrace all these restraining devices.
A second part of my invention has for its object to provide an improved con-
struction of what is known as a "tubeless" tyre.
The invention will be best understood by reference to, the: accompanying
drawings in which :-.
Figure 1 is a diagrammatic side elevation showing the general arrangement
of the threads in my improved tyre and
Figures 2, 3, 4, 5, 6 and 7 are views showing different ways. of arranging the
threads in the tyres, and
Figures 8 and 9 are transverse sections of my improved "tubeless" tyre, Fig. 8
showing it as when deflated and Figure 9 showing it as when inflated. Fig. 10
is a view similar to Fig. 9 showing an improved tyre of the kind shown in
Fig. 9 but with an inner air tube.
་་
Like letters indicate like parts throughout the drawings.
In Figure 1, A and B represent the two series of oppositely-inclined threads
and C represents the wheel rim; the threads B, as here shown, are at a greater
angle to the rim C than the threads A.
Though, as hereinafter described the restraining threads may be of the same
over-all length, the before-mentioned preferred arrangement causes the oppositely-
inclined threads or portions of the threads at each side of the wheel to appear of
different lengths, and for convenience I herein sometimes refer to these threads
or portions of thread as the "longer" and "shorter" threads.
If the wheel is to be used for transmitting power at its periphery,, as for example
for propelling a cycle or other vehicle, I prefer to arrange the threads so that at
the "driving" part of the wheel the longer threads A incline inwards from the
tread to the rim C towards the direction of rotation as indicated in Figure 1 with
reference to the arrow ; the threads may however be arranged in the reverse way
if desired:
The before mentioned arrangement of the threads may be obtained in various
ways of which the following are given as examples:-
In Figure I have shown an arrangement wherein two series of threads or
thread loops are employed each series diagonally crossing the other in the' usual
manner excepting that instead of the threads being straight and making the same
angle with both of the selvedges D' of the foundation material D throughout
their length they are bent at about the tread portion E hereinafter termed the
"tread" E-E so that the portion A of each thread on one side of the tread E-E
is at an angle to the portion D thereof on the other side of the tread E-E.
Each layer or series of threads is bent in a similar manner to the other so that
the two layers are at different angles to each other on each side of the tread E-E
i.e., on each side of a circumferential line such as is hereinbefore referred to and
the threads on each side have corresponding threads on the opposite side.
The threads may be arranged in two distinct layers one laid across the other
without interweaving as indicated for example in Figure 2, or as shown on an
exaggerated scale in Figure 3 the threads of each series may be laid over and
under those of the other series of threads at respectively opposite sides of the

page_text: tread E-E so that the threads which form the outer layer at one side of the
tread E E constitute the inner layer at the opposite side thereof.
In Figure 4 the threads are arranged in such manner that each one is approxi-
mately parallel with the selvedges D for a short distance near the tread EE.
In this arrangement the threads are formed of two series of loops the two ends
of each loop of the respective series being attached to the same selvedges D¹ and
the bend of the loops being slightly beyond the tread E-E i.e. slightly beyond
such a circumferential line as is hereinbefore referred to so that at this part the
two series of loops overlap each other. The two ends of each loop are at different
angles to the selvedges D so as to provide the before-mentioned "longer" and
"shorter" threads A B.
The differently inclined threads A B may be constituted by respectively different
series of threads for example in Figure 5 the threads A are formed by one series
of loops and the threads B by a separate series or loops. Each loop is formed by
a thread starting at an angle from one selvedge D¹ to the tread E and inclining
at the same angle in the reverse direction from the tread E to the opposite sel-
vedge, the two series of loops making respectively different angles to the
selvedges D and tread E-E to provide the necessary "longer" and "shorter"
threads A. B, for which latter purpose the two series of loops are composed of
threads of different length.
Figure 6 indicates how the last described arrangement may be obtained by
employing a continuous thread for forming each series of the thread loops.
In Figure 7 three separate threads are used, two constituting the two series of
"longer" threads A at the respectively opposite sides of the principal or central
circumferential line and the third constituting the series of "shorter" threads B.
Each of the series of "longer" threads A is composed of a continuous thread
passin at an incline backwards and forwards between one of the selvedges D
and the tread E-E or a part near or slightly beyond the said circumferential
line the bands of the threads A being preferably arranged to "break joint"
with each other as shown in Fig. 7.
The continuous-thread arrangement shown in Fig. 6 as applied to the particular
construction of tyre represented in Fig. 5 may be equally well applied to any of
the fornis of tyre shown in the other figures as will be well understood without
further description
Instead of bending the threads as described the tyre may be built up of different
pieces of fabric containing parallel threads. This fabric may be cut at suitable
angles relatively to the threads and so arranged as to overlap or break-joint at
the parts at which the threads are previously described to be bent. In making
tubular tyres according to this invention parallel threads may be arranged in
the form of curves or bends on rubber or foundation which may afterwards be
rolled up or folded in such manner as to cause the threads in the finished tyre to
be arranged in the particular manner before described.
Where hitherto curved diagonal threads have been employed in pneumatic tyres
they have been arranged at approximately equal angles in both for forward and
backward directions and in all such cases the effect of my invention is not obtained.
More than two layers of thread may be employed if desired, cach layer being
separated from the neighbouring layer by a thin sheet of rubber interposed between
them, by which means the friction taking place between the threads in the
finished tyre when running, will be reduced to a minimum. When the threads
are formed of metal, to ensure them retaining their position in the finished tyre
they may be covered with fibrous thread wound or braided on, this fibrous thread
preferably being saturated with rubber solution before it is applied to the wire
so as to cause it to better amalgamate with the other rubber of the tyre in the
process of vulcanisation.
The different layers may if desired be interwoven with each other, I prefer to
arrange the "longer" threads at the outside of the "shorter" threads.

page_text: To bind together the various layers of the tyre I sometimes provide a few rows
of elastic stitching at suitable parts thereof.
The before described arrangement may be applied to the construction of either
tyre-covers or complete tubular tyres with or without a foundation layer or body
of rubber the word "tyre" employed at other parts of this specification and in
the claims being intended to embrace all such devices.
I find the before described arrangement of differently inclined threads produces
certain new and useful effects in the tyres for example it causes the shorter
threads inclining in one direction to be at a greater tension than the "longer"
threads inclining in the other direction in consequence of which when the tyre
is flattened on the road the "shorter" threads take up the slack" which is due
to the flattening and the "longer" threads through which the driving power is
applied remain taut.
Another advantageous effect is that the side bulging of the tyre due to flattening
against the road is less severe than is the case with tyres of the ordinary construc-
tion, and the tyre begins to take a flattened form before it actually comes into con-
tact with the road when in use.
In tyres of the usual construction having diagonal threads set at approximately
equal angles in both directions there is a considerable amount of friction between
the outer skin of the tyre and the road surface. This is due to the reduction of
the circumference of the wheel at the part in contact with the road or in other
words it is consequent upon the natural arch or curve of the tyre being straightened
to a flat form where in contact with the road. In tyres made according to this
invention the friction between the skin of the tyre and the road is greatly reduced
because the tyre begins to take its "weight bearing" form before it comes into
actual contact with the road.
The strains and internal friction which occur in the fabric of tyres hitherto
constructed are greatly reduced in the tyres constructed according to the present
invention besides which my improved tyres, possess a very remarkable degree of
resilience and elasticity even when they are fully inflated."
In making what is known as a "tubeless" tyre I prefer to arrange that the
joint shall be at one side, so that, in case of difficulty when inflating it may be
ascertained at what part of the circumference the leakage occurs. The tyre may
be held to the rim by any of the known methods of attachment, but I prefer to
build or vulcanize it in a novel form, so that in placing it on the rim its trans-
verse section is altered and the point of resistance causing this alteration of form
is utilized for forming the initial joint necessary for the purpose of inflation.
This part of my invention is illustrated in Figures 8 and 9 wherein C is the
wheel-rim which may be of any suitable section, C is a groove or hollow at one
side of the rim and is a similar groove at the opposite side. F is the tyre, A B
are the restraining threads or fabric, F is a bead of a suitable form to fit the
groove C³.
G is a wire which may be separate from the tyre and may be tightened in place.
by any suitable means. H is an inextensible and preferably endless wire on
which the eccentric bead F2 of the tyre F is free to turn. F3 is a flap extending
from the bead F and adapted to pass between the eccentric bead F2 and the rim C
as shown in the drawings. F is an enlargement of the flap or extension F3 and
J is a contractile wire preferably crimped or coiled in such a manner as to be
under tension and reduce the circumferential length of the enlargement F when
the latter is drawn over the edge of the rim as shown in Fig. 8.
To put the tyre F on the rim C the head F is first placed in the groove C after
which the wire G is placed in position and tightened to keep the bead Fin
place, the flap F3 then extending over the groove C and the enlargement F4 being
outside of the rim as shown in Fig. 8. The tyre is then distorted in the manner
shown in Fig. 8 and the eccentric bead F outside of the flap F3 is placed over
the groove C. At this stage the eccentric bead F presses upon the flap F³ and

page_text: in so doing makes the initial joint necessary for inflating tyres of this class. As
the tyre is inflated this' pressure becomes gradually increased in consequence of
the air pressure causing the eccentric bead F to turn over as shown in Fig. 9.
. The enlargement F being outside the rim, all parts of the tyre are easily
manipulated. If desired any, suitable lubricant may be used between the eccen
tric bead F2 and the flap F
When the tyre is fully inflated it takes the form shown, in, Fig. 9. The wire H
being inextensible takes the strain, and the surface of the eccentric bead F is
pressed very firmly against the enlargement F, these parts together forming a
very secure self-locking and air-tight joint which, cannot be unlocked without
first deflating the tyre.
The tyre may be made with joints on both sides in which case the flap F3 may
be separate from the tyre.
The enlargement may be made of canvas and rubber, or even of inextensible
wire although as described above I prefer that this part shall be under tension so
that when drawn over the edge of the rim it may contract.
I do not confine myself to any particular form of bead or rim as the before
described results may be obtained with various modifications of these parts. In
Fig. 10 this construction of tyre is shown as having an internal air-tube K,, in
which case the flap or extension F3 its enlargement and the contractile wire J
are dispensed with as they are no longer needed for sealing the tyre. The bead Fa
is made in this instance to fit closely the groove or hollow C¹ of the rim in which
it rests.
Having now particularly described and ascertained the nature of the said inven-
tion, and in what manner the same is to be performed, I declare that what I
claim is:
1. In a pneumatic tyre the employment of threads which at opposite sides of
the "circumferential line" make different angles, therewith.
2. In a pneumatic tyre the employment of threads, the respective portions A
and B whereof lie on opposite sides of and at different angles to the circumferen
tial line substantially as described and illustrated in Figures 1, 2 and 3 of the
accompanying drawings.
3. In a pneumatic tyre the employment of two series of threads oppositely
arranged, the angles of one series A being more acute than the angles of the other
series B substantially as described and illustrated in Figures 1, 5 and 6 or Figures 1
and 7 of the accompanying drawings.
4. In a pneumatic tyre the employment of threads bent to one side of the cir-
cumferential line and having their respective portions A and B lying at different
angles to that line substantially as described and illustrated in Figures 1 and 4
of the accompanying drawings.
5. In a pneumatic tyre the combination with a series of threads such as B
making a relatively obtuse angle at the circumferential line, of threads such as A
making a relatively acute angle at the circumferential line substantially as
described and illustrated in Figures 1, 5 and 6 or Figures 1 and 7 of the accom--
panying drawings.
6. In a pneumatic tyre threads disposed in the manner hereinbefore described,
interwoven or in two or more layers."
7. A pneumatic tyre in which diagonal threads are employed each thread
slanting from one selvedge to about the circumferential line and then returning
to the same selvedge at a different angle.
8. In a pneumatic tyre the combination with a layer of bent threads extending
across the material of other threads forming parallel inclined loops extending
from the selvedge towards the circumferential line substantially as described.
9. In a pneumatic tyre threads of different lengths extending from the circum-
ferential line of the tyre, the longer threads all lying in one direction and the
shorter threads in the other.

page_text: 10. The combination with a pneumatic tyre of an inextensible wire and a bead
caused to move eccentrically in relation to the wire substantially as and for the
purpose described, and illustrated in the accompanying drawings.
11. Securing the edge of a pneumatic tyre or cover to the wheel rim by means
of an inextensible wire an eccentric bead such as F and channel such as C¹ sub-
stantially as described.
12. A pneumatic tyre comprising a contractile edge F* an inextensible wire such
as H, an eccentric bead such as 13 and a channel such as Ct combined and opera-
ting as described and illustrated in Figures 8 and 9 of the accompanying drawings.
13. The combination with a pneumatic tyre of an inextensible wire such as H
large enough to pass over the edge of the wheel rim and a bead such as F2 in
which the wire is carried so arranged that the bead can be turned to press upon
the edge of the tyre for the purpose of making an air-tight joint and holding the
tyre in the rim substantially as described.
14. The complete pneumatic tyre substantially as described and illustrated in
Figures 8 and 9 or Figure 10 of the accompanying drawings.
Dated this 13th day of August 1897
THOMAS SLOPER.
Boult & Wade,
Agents for the Applicant.