An Improvement connected with Wheel Tires.
Year: 1894

page_text: Date of Application, 26th. Oct., 1
1894
Complete Specification Left, 25th July, 1895 Accepted, 12th Oct., 1895.
PROVISIONAL SPECIFICATION::
An Improvement connected with Wheel Tires..
J. HAZELWOOD CARMONT, of Helmsdale, Kingston-on-Thames, Engineer,, do
hereby declare the nature of this invention to be as follows:-
The object of this invention is to construct a tire, for a wheel in such manner
that, the jump.or. bump of the wheel while running over stones and other. irregular.
choppy roadways is absorbed by the tire itself instead of being. felt, through the.
wheel to the vehicle, as at, present., Again metal, tyred, rubber liner rims in running
over the stones, drop into hollows and impart a shaking sensation to the whole of.
the vehicle.
By my invention, the, many inconveniences, of combined rubber, and, metal tires,
are reduced to a minimum, and in most cases entirely prevented.,
For the purpose of my invention, I employ a gutter shaped, iron, rim, the flange.
edges being of ring shape and looking inwardly to grip the base of a rubber, liner.
placed or squeezed therein. The projecting portion of the rubber is split, for a
desired distance and after a section of an outer tire is put or forced on, a key, of
any suitable shape, is driven in from, the end to force the rubber into side recesses
of said outer sections, and secure, the parts permanently together.
The, rubber. may be, split at intervals.in, its periphery, for the easy reception of
the sections and, of the keys, or, the rubber may be in sections.
By this invention only..that part of wheels circumference in touch with,, the.
ground, is under compression consequently. the, section next thereto as the wheel..
rotates, is projecting beyond and comes into touch with the ground in a gradual.
and silent manner and becomes, compressed in succession, and so on as each section
is brought to bear.
D
ليمة
A
1001
H GARDNER,
Patent Agent, 166 Fleet Street, London,
Agent for H. Carmont.
I, HAZELWOOD CARMONT, of Helmsdale, Kingston-on-Thames. Engineer do..
hereby declare the nature of this invention and what manner the same is to be
performed to be. particularly. described and ascertained. in. and by the following
statement:-
The object of this invention, is to construct a tire for a wheel in such manner
that the jump or bump of the wheel while tunning over stones and other irregular
choppy roadways is absorbed by the tire itself instead, of being felt through the
wheel to the vehicle, as at present.
Again metal tired rubber liner rims in running over the stones, drop into hollows
and impart a shaking, sensation to the whole of the vehicle.
By my invention, the many inconveniences of combined rubber and metal tires
are reduced to a minimum, and in most cases entirely prevented.

page_text: For the purpose of my invention, and as I show in the annexed drawings, I
employ a gutter shaped iron rim A, the flange edges B B being of ring shape and
looking inwardly to grip the sides of a rubber liner C placed or squeezed therein.
The projecting portion of the rubber has a channel D or is split at D and after
each section of an outer tire E is put or forced on, a key F is driven in from the
end to force the rubber into side recesses of said outer sections E E and 'secure the
parts permanently together.
By this invention only that part of the wheel's circumference in touch with the
ground is under compression, consequently the section next thereto as the wheel
rotates, is projecting beyond and comes into touch with the ground in a gradual
and silent manner, and becomes compressed in succession, and so on as each section
is brought to bear.
Figure 1 is a sectional elevation of a rim.
Figure 2 perspective elevation of a tire section. These rim and tire sections are
specially adapted for heavy vehicles, such as omnibuses, vans, and trade carts which
bear comparatively heavy loads.
Figure 3 is a perspective elevation of a tire section suitable for light running
vehicles.
Figure 4 sectional elevation of special shape or contour of rubber liner channelled
on the outer face and adapted for the rim and tire sections shown at Figures 1 and 2,
also seen in position in Figure 5.
Figure 6 sectional elevation of special shape or form of rubber channelled outer
face liner for light running vehicles.
Figure 7 sectional elevation of rim sections and rubber liner for light running
vehicles.
Figure 8 longitudinal or circumferential section of rim, channelled outer face
rubber liner and tread sections of the kind represented by Figures 1, 2, 4, and 5:
Figures 9, 10, 11, and 12 indicate wheels, with tire section of different forms,
Figure 9 being direct transverse, Figure 10 diagonal tire section ends, all looking
in the same direction; Figure 11 diagonal ends reversed, and Figure 12 part
transverse and part recessed and bulged at opposite ends to key into each other aud
constituting an articulated tire.
According to Figures 1 and 5 it may be observed that the depending or side
walls B B of the gutter shaped rim A. are curved inwardly with deep nosed
edges GG with flat inner faces H H and projecting towards each other to form
hollows JJ in the upper inner portions and constituting locks for retaining the
ribs K K of the rubber liner in position when forced into the space between the
side walls B B.
The tire sections Figure 2 have a rounded inner face L and the outer faces of
the walls M M are vertically flat with inner projecting ribs N N for the location
of the bellied portions P P of the rubber liner C as each tire section is forced over
said bellied portions, this being effectively performed by first closing the ribs P P
upon the channel D, the texture of the rubber liner ensuring the return of the
ribs PP to occupy their positions under the ribs N N, the rubber ribs P P and
the hollow of the tire sections corresponding for the purpose.
The purport of the foregoing arrangement of the noses G G and of the flat
faces H H with the flat vertical outer sides of the walls M M of the tire sections E
is, side splay motion is obviated when the sections strike a stone from the side,
or when the tire sections become canted while the wheel is travelling over a portion
of a road set at an angle to the kerb, or when the tire sections treads are not
centrally in touch with the roadway, the tire sections having free up and down
motion within the walls H H of the rim A, but a limited side or canting motion by
the touch of the metal surfaces H H and M M. This arrangement prevents the
rubber liner being strained or toru along its weakest part, viz.: from a to b, the,
rubber is also completely enclosed and is constrained to vertical pressure only, a
feature of the highest possible importance to rubber lined tires of road vehicles for
maintaining the efficiency of a wheel subjected to varying weights of, loads and

page_text: the rough treatment imparted by the unevenness of the surface over which they
move.
The tire sections E E are locked to the rubber liner C by keys F which are
shaped to correspond with that of the channel D but of slightly larger dimensions
so that when driven in from the end of each tire section E they compress the
rubber and squeeze the ribs P P into very close contact with hollows of the side
walls M M. Each key F is driven in to break joint with the tire sections as
indicated at Figure 8.
The keys F F are shown of a shape corresponding to that of the channel in
the outer face of the rubber liner C and they are slightly larger for compressing
the rubber equally at all the touching parts on the walls of the channel for actual
binding location of one to the other, so that when driven in they become fixed and
immovable during the oscillations, jumping, jolting or other motion imparted to the
wheel while travelling.
In the view Figure 7 for light vehicle tires, the outer upper part of the side
walls of the sections E E are curved inwardly as at QQ to lodge just inside the
noses of the flanges B B of the rim A so that when compression of the rubber
occurs, the metal of the sections enter sufficiently to ensure metallic contact when
the sections E E are canted by uneven state of the road over which a wheel may
be travelling.
The tread of the sections of this kind of tire is rounded to centralise the
bearing, and is of sufficient width to ride on the metals of a tram line without
entering the groove.
The keys may be of a shape other than shown as well as the design of the space
in the rubber liner, and in some cases they, as strips or otherwise can be affixed in
the curing or vulcanizing process to the rubber liner as to be part and parcel of
same. The ends of the tire sections may be plain or be tongued and grooved as
indicated by the dotted lines R R in Figure 8 so that each section would have an
end bearing on its adjoining section to prevent any tendency to cant in its length.
Having now particularly described and ascertained the nature of my said
invention and in what manner the same is to be performed, I declare that what
I claim is :-
1. The construction of wheel tires from a combination of gutter shaped rim
with incurved depending flanges, a shaped rubber liner having a channelled outer
face, gutter shaped sections with straight vertical walls having inwardly curved
noses, and keys driven into the shaped space of the rubber liner, and to break
joint with said sections the flanges of the section treads engaging within the noses
of the rim flanges, as described with reference to Figure 5 of the annexed
drawings.
2. As a modification thereon, the construction of a wheel tire from a combination
of gutter shaped rim having depending incurved flanges, a shaped rubber liner-
having a channelled outer face, sectional trends with upward and inwardly curved
flanges entering within the incurved depending flanges of the rim, and keys driven
in the liner channel to break joint with the sections, as described with reference to.
Figure 7 of the annexed drawings.
The 25th day of July 1999.
H. GARDNER,
Patent Agent, 166 Fleet Street, London,
Agent for the said Hazelwood Carmont.