Improvements in and relating to Pneumatic Tyres for Wheels.
Year: 1892

page_text: Date of Application, 20th Aug., 1892
Complete Specification Left, 23rd May, 1893-Accepted, 5th Aug.,
1893
TROYEDIONAL DIUIFICATION.
.
Improvements in and relating to Pneumatic Tyres for Wheels.
I, WILLIAM GOLDING, of No. 4 Portman Street, Moss Side, Manchester,
Inventor and Patentee, do hereby declare the nature of this invention to be as
follows:-
It relates to,
1. Improved construction of single tube pneumatic tyres.
2. Improved construction of the tyre or outer casing for covering a separate
interior air bladder or tube.
3. An improved air tube and outer casing constructed in one piece.
4. An improved rim and method of securing thereto one or both edges of a split
or divided tyre or outer casing.
5. An improved construction of hose pipe tube for holding air under pressure
within a split or divided tyre or outer casing.
6. Improved construction of, and processes and apparatus for constructing, an
improved air bladder or tube with separate closed ends.
7. An improved vulcanizing mould for pneumatic tyres.
1. The first head relates to that class of tyres, for holding compressed air, which
are known as "single tube tyres." As now constructed these consist of two stout
tubes of rubber concentric with each other, having a tube of fabric of one or more
ply between the two tubes of rubber, the three tubes being cemented and vulcanized
together into one single tube. My invention under this head has for its object a
firmer construction of tube of much less weight and cost. This is effected by
dispensing with one or both of the original tubes of rubber forming the usual
construction, and using a tube of fabric of which the substance of the fabric con-
stituting the tube is filled with rubber and the fibres coated with an exceedingly
thin film of rubber, such fabric tube being proof without the necessity of an attached
tube of rubber. In cases where greater substance is required a tube of rubber is
attached and vulcanized to it. This single tube tyre I form and vulcanize as a
closed ring-shaped tube.
The forms of construction may vary as under:
(a) A tube of suitable fabric of one or more plies, preferably constructed from a
strip or strips cut on the bias or cross, the substance of which is filled and the
fibres coated with rubber and so proofed.
(b) A tube of such rubber filled fabric, and an attached cover or tube of rubber,
vulcanized together.
(c) A tube of such rubber filled fabric, and an attached lining or tube of rubber,
vulcanized together.
'
(d) Two tubes of such rubber filled fabric, concentric with each other, with a
layer or tube of rubber fast between, and vulcanized together.
DO1

page_text: The outer surface of the tyres described under the subdivisions (a), (c), and (d)
shews the twill, web, or-mesh of the fabric, covered with a very thin film of rubber,
and this rough or pitted surface prevents side slipping. The filled and proofed
fabric as described will not fray ont in use and is proof against moisture and
rotting. The tyre may be fitted with an inlet pipe and valve for the purpose of
inflation.
2. Under the second head, the tyre or outer casing, for containing or covering
a separate inner inflatible tube, is constructed in the form of a closed but unsealed
tube in cross section, and is moulded of one, two, or more rubber filled or covered
fabric strips, either single or compound, cut on the bias or cross, and placed in
concentric layers overlapping each other and either separate from each other
throughout, or joined together towards the inner curve of the ring and separate at
one pair of edges and round the outer curve. This forms a tyre or casing split in
the thickness of the wall and capable of being readily turned over or opened out,
wholly or in part, so as to give unimpeded access to the inner inflatible tube without
removing it from its seat. When the edges and part of the sides need stretching
in order to effect this, elastic gores are formed at intervals along them. Punctured
holes in the casing can also be closed from the inside by solution (and patching if
necessary) and wet and dirt prevented from gaining access to the inner tube.
The tyre or casing is preferably moulded and vulcanized in a complete ring-shaped
tube, the edges and surfaces not required to be joined together being kept separate
by the usual means.
The strips are preferably arranged to break joint so as to be, when in place, of
equal thickness all round and not to shew any apparent division nor projecting
edges. The outer layer may be covered with rubber, which may be of the usual
crescent shape, being thicker on the tread side.
The strips may be arranged in different ways as follows:-
(a) Two fabric-rubber strips, either simple or compound, are overlaid for a short
distance near the edges and joined together on the side which will come next the
rim. The other parts of the strips are kept separate and overlapped upon each
other at the sides and outer curve, one free edge being in the interior, and the other
free edge along the exterior near the rim.
(6) One fabric-rubber strip, either simple or compound, is wrapped round and
round, one or more circuits and part of a circuit in cross section, so that the inner
and outer edges come under or near to the rim edge according to the method of
securing adopted. All contiguous surfaces are kept separate.
(c) Three fabric-rubber strips, each simple or compound, all overlaid and joined
together on the inner curve of the ring of the completed tyre forming one layer
towards the rim side; and partially overlaid and joined and partially overlapped
without joining for the rest part, so as to form two separate layers laterally, and
three towards the tread; having three longitudinal slits or free edges, viz., an
outer one near the edge of the rim, and an inner one and one hidden in the wall on
opposite sides of the curve towards the tread.
(d) Four fabric-rubber strips, each simple or compound, similarly arranged to
the three strips described under subdivision (e) just preceding, all joined together
and forming one layer towards the rim side, three separate layers laterally, and
four towards the tread; having four longitudinal slits or free edges, two towards
the rim and two towards the tread.
(e) Two fabric-rubber strips, each simple or compound, forming two distinct
concentric casings. The inner casing forms a complete tube open along the outer
curve, and on the rim.side is of the full thickness of both strips. The outer casing
reaches from the edge of the thickened part of the inner casing, which is just within
the edge of the rim, and covers the whole exposed part of the inner casing to the
other edge of the thickened part.
(f) This is the same as just previously described under subdivision (e) except
that the inner casing is made to form a closed and sealed airtight tube.
3. The construction of tyre under the third head is similar to that described

page_text: under subdivision (f) of the second head but one edge of the outer casing is not
divided from, but is fast to, the inner curve of the inner tube. The outer casing
has therefore only one free edge. The completed tyre is in one piece and forms in
fact an interior air tube and a separate outer cover joined together on the rim side.
The outer cover is capable of being turned over so as to give access to the inner
tube. This arrangement, in addition to affording the same facility of repair as
previously described, prevents the differential movement of the interior air tube
and outer casing, which soon wears out the inner tube on the side next the rim.
These tyres or outer casings, as set forth under the second and third heads, may
have the outer free edge tucked under the rim between it and the other side, and
may be secured to the rim by the contraction of the tyre within and around the
rim as a result of inflation, as described and claimed in my Specification No. 3178
of 1891.
In some cases I may use an additional restraining canvas envelope forming a
closed tube, either placed between the tyre and air tube, or covering, lining, or
inserted in the wall of, the latter. In addition I may use any other suitable means
for securing if found desirable, such for instance as cementing or any other method
described in my other Specifications relating to the securing of pneumatic tyres.
4. The fourth head relates to an improved rim and method of securing thereto
one or both edges or sides of a split or divided tyre or outer casing, and is suitable
for the tyres described herein before under the second and third heads. The rim is
rolled so as to form for the main part a curve in cross section of the same, or of
approximately the same, curvature as that assumed by the outer surface of the tyre
when expanded under inflation, but the margins of the rim are slightly curved or bent
inwards so as to depress the tyre sides within the circle it would otherwise form in
cross section if free from restraint. The free edge (or edges as the case may be)
of the casing is tucked under this curve. This arrangement allows the free edge
of the casing to be nipped under the full force of the interior compressed air acting
radially outwards, which would not otherwise be the case when an interior hose
pipe air tube is used. The edges of the rim steel may be turned back on the rim
so as to form rounded edges to the rim to prevent cutting.
In some of the forms of split or divided tyres this nip, reinforced by the friction
between the separate overlapped parts, holds the tyre securely in position against
lateral strains. In addition, where the form of construction admits of it, the tyre
may be cemented or otherwise attached to the rim so as to prevent circumferential
creep or fretting.
5. The fifth head relates to an improved construction of hose pipe for containing
air under pressure within a split or divided tyre or outer casing. This consists of
a tube of rubber filled fabric, of the kind hereinbefore described, attached and
vulcanized to an outer covering tube of rubber. The inner proofed tube of fabric
forms the restraining envelope and its airtightness is reinforced by the surrounding
rubber tube. The latter also affords a smooth surface for repairing by patches or
by solutioning.
6. The sixth head relates to improved construction of, and processes and
apparatus for constructing, an improved air bladder tube with separate closed ends.
The object of this improvement in construction is to remedy defects which
experience has shewn to exist with such tubes as at present constructed. The
improved construction is designed to allow of as free expansion at the ends as at the
other parts of the tube, an exact fit of the ends together, and the prevention of one end
over-passing the other. This is in order to obviate the presence of irregular hollows
and cavities before inflation in the tyre between the air bladder tube and outer
casing in the neighbourhood of the tube ends. When these exist, during inflation
some part of the wall of the bladder in the neighbourhood, which happens to be
thinner or more elastic than the rest, springs out in the form of a bubble and fills
the cavity. After further inflation the tube fills out to the full extent and uips the
bubble already formed, the thin expanded wall of which eventually chafes
through.

page_text: The ends of my improved bladder tube form two concentric hemispherical shells
of rubber, preferably of the same thickness as the rest of the bladder tube. These
ends may each be moulded in one piece by pressure between suitable dies.
The tube is formed as follows. A ring-shaped mandrel is constructed of two
segments, preferably equal. The divisions form semi-ball and socket joints. A
pair of the hemispherical shells of unvulcanized rubber is put on one joint, one
shell on the ball and the other in the socket. A tube of unvulcanized rubber is
formed on the mandrel, the ends of which cover the edges of the shells. These
ends and edges are solutioned together. The ball and socket with the rubber
shells between are then pressed together and the whole lapped in cloth and
vulcanized. After vulcanizing, a slit is cut, preferably on the inner curve,
opposite the joint in the mandrel. The mandrel is bent back (into the form of a
figure co), and each half is in turn withdrawn through the central slit. This slit is
then made up, preferably by an interior patch.
This forms a ring-shaped tube, with one concave and one convex end, level and
smooth on its outer surface, and with a cross slit which is scarcely perceptible.
One end cannot be lapped over the other end during insertion. The hemispherical
ends allow of free expansion, the solutioned and vulcanized joins are longer and
more effective than can be made by bevelling, and there are no such spaces or
cavities as previously referred to.
Similar ends may be made in the form of caps with the tubular parts say about
three or four inches long and these are solutioned upon a tube already vulcanized,
being preferably placed in the interior of the ends.
7. The seventh head relates to an improved vulcanizing mould for pneumatic
tyres. The usual divided annular moulds for this purpose, as now produced by
lathe work, require great labour, are very expensive, and are slow of production
when a quantity is required. I construct a perfectly effective mould for the
purpose in a much simpler and less expensive way. A ring-shaped tube is formed
by rolling a straight metal tube, preferably of cold-drawn weldless steel, the ends
being bevelled off and brazed together, forming a complete ring. Or two lengths
of tube may be rolled into two segments and fastened together into a complete
ring. This ring-shaped metal tube is parted longitudinally on a lathe, through the
outer and inner curves, as nearly as possible in balves. Even if the ring be not
true in shape, the parted surfaces at the edges will, in each half, lie in a true plane.
The upper and lower halves of the main part of the annular mould are preferably
of cast iron moulded hollow, the hollow part in each half being of larger capacity
than can be filled by the half of the split metal tube. Three or more stout screws
are screwed through the mould from the outside and project somewhat within the
bottom of the hollow. The half tube is placed within the hollow and the screws
are adjusted until the edges of the tube are level with the edges of the mould,
which have been previously planed true. It is then pinned in place by pins driven
through holes drilled through the bottom of the tube into the supporting screws.
Molten brass or other suitable metal or alloy is then run in between the tube and
iron backing, or the space may be filled up by brazing with spelter and borax.
The surplus of the filling metal, if any, may afterwards be removed. The corre-
sponding half of the mould is treated in the same manner.
Care is taken when arranging the bolt holes, for screwing the halves together,
that the parted tube will meet at the same parts which were joined together before
being parted in the lathe.
Dated this 18th day of August 1892.

page_text: BEL SOFRERS
VY HOOD.
I, WILLIAM GOLDING, of Ottawa Villa, Manley Road, Whalley Range, near
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:-
It relates to,
1. Improved construction of single tube pneumatic tyres.
2. Improved construction of the tyre or outer casing for covering a separate
interior air bladder or tube.
3. An improved air tube and outer casing constructed in one piece.
4. An improved rim and method of securing thereto one or both edges of a split
or divided tyre or outer casing.
5. An improved construction of hose pipe tube for holding air under pressure
within a split or divided tyre or outer casing.
6. Improved construction of, and processes and apparatus for constructing, an
improved air bladder or tube with separate closed ends.
7. An improved vulcanizing mould for pneumatic tyres.
The accompanying drawings illustrate and exemplify these improvements.
On Sheet 1, Figs. 1, 2, 3, 4, 5, and 6 illustrate varieties, shewn in transverse
section, of my improved construction of single tube pneumatic tyres, under the
1st head.
Sheets 2 and 3 shew transverse sections through tyre and rim for the purpose of
illustrating my improvements under the 2nd, 3rd, and 4th heads. In every case it
is intended to use a separate inner air bladder or tube which forms the pneumatic
tube proper.
In Figs. 7, 8, 10, 11, 12, 14, 15, 16, 18, 19, 20, 22, 23, 24, 25, 26,
and 27 the pneumatic tube is, for clearness, left out of the drawings but its use is to
be understood. Also, in order to shew the construction more clearly, the usual
section lining is omitted. The continuous lines indicate free or unjoined surfaces,
which when contiguous are both represented by a single line. The dotted lines
indicate surfaces which are permanently joined together by solution with or without
vulcanization.
On Sheet 2, Figs. 7 to 18, and on Sheet 3, Figs. 19 to 27, and 29, illustrate
varieties of my improved construction of the tyre or outer case for covering a
separate pneumatic tube, under the 2nd head, Figs. 9, 13, 17, and 21 illustrate the
manner of opening out the cover for gaining access to the inner tube.
On Sheet 3, Figs. 28 and 30 illustrate my improved air tube and outer casing
constructed in one piece, under the 3rd head. Figs. 29 and 30 illustrate my
improved method of securing tyre and rim together, under the 4th head.
On Sheet 4, Fig. 31 represents a longitudinal or circumferential section through
part of an annular mandrel and pneumatic tube in process of construction upon it,
illustrating my improvements under the 6th head. Fig. 32 is a transverse section
illustrating my improved construction of pneumatic tube, under the 5th head.
Fig. 33 is a transverse section through one side of the lower half of my improved
annular mould, described under the 7th head.
The same letters of reference refer to similar parts throughout. The metal rim
is indicated at m; t¹ is the inner overlapping flap or layer of the tyre, and t the
outer; the inner edge, or edges of the flap or layer, is indicated at x and the outer
at y; c represents canvas and rubber; indicates the inner pneumatic tube.
1. The first head relates to that class of tyres, for holding compressed air, which
is known as single tube tyres. As now constructed these consist of two stout tubes
of rubber concentric with each other, having a tube of fabric of netted or woven
cloth, of one or more ply, between the two tubes of rubber, the three tubes being

page_text: cemented, or cemented and vulcanized, together into one single tube. My
invention under this head has for its object a firmer construction of tube of much
less weight and cost. This is effected by dispensing with one or both of the
original tubes of rubber forming the usual construction and using a tube of woven
or netted textile fabric. of which the substance of the fabric constituting the tube is
filled with rubber and the fibres coated with an exceedingly thin film of rubber,
such cloth tube being proof without an attached tube of rubber. The method of
impregnating the cloth with rubber is described in my Specification No. 18,851 of
1891. In cases where greater substance is required a tube of rubber is attached
and vulcanized to it; the rubber is then continuous and forms one single wall with
the fibres of the cloth embedded in it, free from air holes. This single tube tyre I
form and vulcanize as a closed ring-shaped tube. The forms of construction may
vary as under :-
(a) A tube, shewn by Fig. 1, of suitable cloth of one or more plies, constructed
from a strip or strips netted or cut on the bias or cross so that it will expand
transversely and contract circumferentially on the rim, the substance of the cloth
being filled and the fibres coated with rubber and so proofed. A tube of netted or
knitted cloth without join in the transverse section is represented by Fig. 1.
Fig. 2 shews a tube formed of a strip widely overlapped and cemented, or
solutioned and vulcanized, together at the overlap from x to y. Fig. 3 represents
a compound strip similarly cemented into a tube, the longitudinal join being
arranged to break joint.
(b) A tube of such rubber filled fabric, and an attached cover or tube of rubber,
cemented, or solutioned and vulcanized, together; illustrated by Figs. 4 and 5.
(c) A tube of such rubber filled fabric, and an attached lining or tube of rubber,
vulcanized together. This is similar to Fig. 4 or 5 but with the relative positions
of the two layers reversed.
(d) Two tubes of such rubber filled fabric concentric with each other, with a
layer or tube of rubber fast between. See Fig. 6.
The outer surface of the tyres described under the subdivisions (a), (c), and (d)
shews the twill, web, or mesh of the fabric covered with a very thin film of
rubber, and this rough or pitted surface prevents side slipping.
The filled and proofed fabric as described does not readily wear out in use and is
proof against moisture and rotting. The tyre is intended to be fitted with the
usual inlet pipe and valve for the purpose of inflation.
2. Under the second head the tyre or outer casing, for containing or covering a
separate inner inflatible tube, is constructed in the form of a closed but unsealed
tube in cross section, and is moulded of one, two, or more rubber filled or covered
fabric strips, either simple or compound, cut on the bias or cross and placed in
concentric layers overlapping each other and either separate from each other
throughout, or joined together towards the inner curve of the ring and separate at
one pair of edges and round the outer curve. This forms a tyre or casing split in
the thickness of the wall and capable of being readily turned over or opened out,
wholly or in part, so as to give unimpeded access to the inner inflatible tube without
removing it from its seat. It is essential that the whole extent of the concentric
layers both at the overlapping and other parts should be constructed of cloth such
as linen drill, canvas, or cotton duck or similar material proofed by rubber, and
formed into a complete ring-shaped tube so constructed that upon inflation it
expands in transverse section and contracts in the ring circumferentially, as
described in my Specification No. 3178 of 1891. The object of this construction
is that the overlapping layers may upon inflation bind together and to the rim so as
practically to form a closed and scaled tube.
In some cases, particularly where the overlap is less and the edges are not under
the rim, I stiffen or make unstretchable one or both edges, by well known means,
so as to assist in maintaining them in shape and position.
When the edges and part of the sides need stretching in order to gain free access
to the inner tube, as in cases where they come very near to or under the rim, I form

page_text: them one or more elastic gores, such as are described and claimed in my
pecification No. 4,265 of 1892.
Punctured holes in the casing can also be closed from the inside by solution (and:
atch if necessary) and wet and dirt prevented from gaining access to the...
ner tube.
The tyre or casing is preferably moulded and vulcanized into the form of a.
omplete ring-shaped tube, the edges and surfaces not required to be joined together
eing kept separate by the usual means. The strips are preferably moulded and.
rranged so as to be when in place of equal or symmetrical thickness all round and
ot to shew any apparent division nor projecting edges. It may however be made
om flat vulcanized strips of rubber, solutioned to the canvas, if the stiffened or
ired edges are constructed of the proper circumference. The moulded form, in
hich it maintains its true shape when uninflated is much to be preferred. This
rm of tyre, with free and widely overlapping parts, is however very difficult, if
ot impossible, to make by ordinary methods. The method, processes, and appliance
y which its manufacture may be most easily and cheaply effected are described in
y Specification No. 14,990 of 1891, in which several forms of these tyres are
lustrated though not claimed.
The outer layer may be covered with rubber which may be of the usual crescent.
hape in transverse section, being thicker on the tread side.
Figs. 10, 11, 12, 14, 15, 16, 18, 19, 20, 22, 23 and 27 represent the casing formed
om one complete strip. Of these, one layer overlapping the other
(1) By a single free overlap on the sides and tread is exemplified by Figs. 10, 16,
and 20;
(2) By a single free overlap on the sides, tread, and partly under the rim is.
exemplified by Figs. 11, 12, 15, 18, and 19;
(3) By a single free overlap on part of tread, on one side, and partly under
the rim is exemplified by Fig. 14;
(4) By a compound free overlap on the tread and single free overlap at one
side and partly under the rim is exemplified by Fig. 22;
(5) By a compound free overlap under the rim and simple free overlap round
sides and tread is exemplified by Fig. 23;
(6) By a compound free overlap at the sides and tread and partly under the
riin is exemplified by Fig. 27.
Figs. 7, 8, 24, 25, and 26 represent the casing formed from two complete strips..
f these, one layer overlapping the other
(7) By a single free overlap on each side is exemplified by Figs. 7, and 8;
(8) By a compound free overlap on the tread, single round both sides and
partly under the rim, exemplified by Fig. 24;
(9) By a single free overlap at the sides and tread and partly under the rim,
is exemplified by Figs. 25, and 26 ;
(10) By a compound free overlap at tread, sides, and partly under the rim, is
exemplified by Fig. 27.
The strips may be built up or arranged in different ways, as follows:-
(a). See Fig. 12. Two fabric-rubber strips, either simple or compound, are over-
id, from a to y, for a short distance near the edges and joined together on the side
hich will come next the rim. The other parts of the strips are kept separate and
verlapped upon each other at the sides and outer curve, one free edge t¹ being in
e interior at a, and the other free edge t' along the exterior at y near the rim.
In Fig. 12 both free edges are shewn near to and under the rim. In Fig. 11 the
ater edge y is near to and touches the rim edge while the inner edge x is a short.
stance on the other side from the opposite rim edge. In Fig. 15 the outer edge y
near the rim but not under it, while the inner edge x is just under the rim.
ig. 16 both the inner and outer edges are near to the rim on opposite sides.
In
may use any of the means described in my earlier Specifications, or ther
dinary means which have been in use in the art of rubber and tyre manufacture
d are well known, for stiffening and rendering the outer edge or edges inextensible,

page_text: particularly where it is, or they are, not protected by any special means for securing
them. These are,-bands of stiffened canvas or galloon surrounding or buried in
the edge; flat metallic bands such as ribbons of phosphor bronze, as indicated at s
in Fig. 15, and at ss in Fig. 7; hollow or solid wires folded in the edges, as
indicated at s in Fig. 11, and s² in Fig. 16, or unstretchable bands of any suitable
material. The very best material I have found for the purpose is however ordinary
cotton cord banding (such as is used for driving cotton spinning spindles) treated
with rubber in the manner described in my Specification No. 18,851 of 1891.
When so treated it is practically unstretchable, though perfectly flexible.
It is
light, strong, and incorporates with the canvas-rubber enclosing it and does not
therefore cut it or wear through. This is indicated at s' in Fig. 8.
The effect of inflation when the edges come under the rim, as in Fig. 12, is to nip
them tightly between the pneumatic tube and the rim but the most forcible nip, in
the position where it is most needed, is that given to the outer edge at y by the
contraction circumferentially of the inner layer under it. In the case of a stiffened
edge, such as at s Fig. 15, near to the rim on one side, the casing side from y to the
rim edge stretches transversely as a result of inflation, but the stiffened edge
either does not stretch at all circumferentially or it stretches very little. The
result is that the outer free edge at y is forced against the abutting edge of the
other part and the two are tightly bound together. The same result is obtained
by the arrangement of the different thicknesses symmetrically so as to form a
double row of abutting edges on each side of the tyre, as shewn by Fig. 7. The
two edges which abut tightly together in the manner just described are indicated
at on one side of the tyre and at a on the other. As will be seen in the figure
the two overlapping edges form, on each side of the tyre, another pair of abutting
edges at and respectively, but the abutment is in the opposite direction, and
the effect of inflation in this case is a tendency to force the two edges slightly
apart. The contiguous curved surfaces from y¹ to and from y to are
however tightly compressed together by the inflation. The ridges at and are
in this way of great service in resisting displacement by lateral wrenches and
shocks, the stress of which would otherwise be wholly borne by the edges, in which
it would increase the circumferential tension.
When the tyre is moulded of equal or symmetrical thickness all round with one
(or more) pair of abutting edges as described, the line of division, even when not
covered by the rim, is rendered scarcely discernible and no dirt or water can
penetrate the join. The correct form of the tyre and the proper position of the
free edges and layers are also maintained by the abutting edges.
These abutting edges are however not essential to the method of securing by
circumferential contraction of the tyre, as described, in any of the forms of tyre
shewn in the drawings where the outer edge or edges y do not come under the rim.
The outer edge or edges may clearly project from the surface as indicated at y' or y
in Fig. 7, without any abutting edges. The latter are described alternatively and
preferentially as affording additional advantages.
Fig. 13 shews the casing, as illustrated by Fig. 12, with its outer flap t¹ partly
removed from the rim. Fig. 9 shews both flaps turned back fully exposing the
inner tube i. Fig. 17 illustrates the manner in which an unstretchable edges is
passed over the deflated inner tube i so as to open out the upper part of the tyre at
the same time that the lower is resting on the road in its normal position on the rim.
Further variations as regards the details of construction or arrangement of the
casing, already described under this head, are as follows:-
(b). See Figs. 10, 19, 20, and 23. One fabric-rubber strip, either simple or
compound, is wrapped round and round, one or more circuits and part of a circuit
in transverse section, so that the inner and outer edges come under or near to the
rim edge, according to the method of securing adopted. All contiguous surfaces
are kept separate.
(c). See Figs. 21 and 22. Three fabric-rubber strips, each simple or compound,
all, overlaid and joined together on the inner curve of the ring of the completed

page_text: tyre forming one layer towards the rim side; partially overlaid and joined, and
partially overlapped without joining for the rest part, so as to form two separate
layers laterally, and three towards the tread; having three longitudinal slits or
free edges, viz. an outer one at y' near or under the edge of the rim, and an inner
onex and one hidden in the wall on opposite sides of the curve towards the tread.
(d.) See Fig. 27. Four fabric-rubber strips, similarly arranged to the three
strips just previously described under subdivision c, all joined together and
forming one layer towards the rim side, three separate layers laterally, and four
towards the tread; having four longitudinal slits or free edges, two towards the
rim at y andy and two towards the tread at x and x².
(e.) See Figs. 24, 25, and 26. Two fabric-rubber strips, each simple or compound;
forming two distinct concentric casings e and t. The inner casing e forms a complete
tube open along the outer curve, by a slit as at * Figs. 25 and 26 or by an overlap
from z to y* Fig. 24, and on the rim side is of the full thickness of both strips.
The outer casing t reaches from the edge of the thickened part of the inner
casing at r, which is just within the edge of the rim, and covers the whole exposed
part of the inner casing to the other edge of the thickened part at z.
(f) This is the same as just previously described under subdivision e except
that the inner casing is made to form a closed and sealed air-tight tube. It may be
also illustrated by Figs. 24, 25, and 26 if it be supposed that the overlap from a
to y in Fig. 24 be securely cemented or vulcanized down, and the slit at x* in
Figs. 25 and 26 left out altogether.
y.
3. See Figs. 28 and 30. The construction of tyre under the third head is similar
to that described under subdivision (f.) of the second head but one edge of the
outer casing t is not divided from, but is fast to, the inner curve of the inner tube i*.
The outer casing has therefore only one free edge at The completed tyre is in
one piece and forms in fact an interior air tube and a separate outer cover joine
together on the rim side. The outer cover is capable of being turned over as far
as o so as to give access to the inner tube. This arrangement, in addition to affording
the same facility of repair as previously described, prevents the differential
movement of the interior air tube and outer casing, which soon wears out the inner
tube on the side next the rim. In Fig. 28 the free edge d is shewn at the middle
of the rim and in Fig. 30 the free edge b is just under the rim. It may equally
well be placed a short distance from the rim edge as illustrated, for another
variety, in Figs. 11, 15, 16, and 20.
These tyres or outer casings, as set forth under the second and third heads, may
have the outer free edge, unstiffened, tucked under the rim between it and the other
side, and may be secured to the rim simply and solely by the contraction of the tyre
within and around the rim as a result of inflation, as described and claimed in
my Specification No. 3178 of 1891 for tubular tyres.
In nearly every instance a simple rubber tube for containing the air without any
restraining envelope of cloth either within its wall or surrounding it may be used.
In some cases, however, where the overlapped parts are comparatively limited in
extent, I may use an additional restraining canvas envelope forming a closed tube,
either placed between the tyre and air tube, or covering, lining, or inserted in the
wall of, the latter.
In addition I may use any other suitable means for securing if found desirable,
such for instance as cementing tyre and rim together or any other method described
in my other Specifications relating to the securing of pneumatic tyres. Of these,-
Fig. 18 represents at 62 a flange on the free edge interlocking with a rim having
recurved edges in direction normal to the plane of revolution, as described in my
Specification No. 19,990 of 1890. Fig. 26 represents, at w and, encircling wires
or metal bands drawn taut, as described in my Specification No. 5,667 of 1891.
Figs. 14 and 28 represent a projection on the free edge interlocking with a
recess in the rim, and Fig. 25 represents a projection on each of the free edges
interlocking with corresponding recesses in the rim, as described in my Specification
No. 4265 of 1892.

page_text: It is obvious that I can modify the form, or recombine in other ways the
details of the construction and arrangement in the rim, of my improved split or
divided casings, for covering a pneumatic tube, within the scope I have defined as
the nature and ambit of my said invention.
4. See Figs. 29 and 30. The fourth head relates to an improved rim and method
of securing thereto one or both edges or sides of a split or divided tyre or outer
casing, and is suitable for the tyres described herein before under the second and
third heads. The rim is rolled so as to form for the main part a curve in cross
section of the same, or of approximately the same, curvature as that assumed by
the outer surface of the tyre when expanded under inflation, but the margins of the
rim n', n are slightly curved or bent inwards so as to depress the tyre sides at a¹
and a³ within the circle it would otherwise form in transverse section if free from
restraint. The enlarged free edge (or edges, as the case may be) of the casing
is tucked under this curve. This arrangement allows the free edge of the casing to
be nipped under the full force of the interior compressed air acting radially
outwards with reference to the air tube but inwards towards the hub with reference
to the wheel. The edges of the rim steel may be turned back on the rim so as to
form rounded or tubular edges to the rim, as shewn at n¹ n³ in Fig. 29, to prevent
cutting.
In some of the forms of split or divided tyres this nip, reinforced' by the friction
between the separate overlapped parts, holds the tyre securely in position against
lateral strains however severe. In addition, where the form of construction
admits of it, the tyre may be cemented or otherwise attached to the rim so as to
prevent circumferential creep or fretting.
5. See Fig. 32. The fifth head relates to an improved construction of hose pipe
for containing air under pressure within a split or divided tyre or outer cas ng.
This consists of a tube of rubber filled fabric c, of the kind hereinbefore
described under the first head, attached and vulcanized to an outer covering tube of
rubber r.
The inner proofed tube of cloth forms the restraining envelope and its
air-tightness is reinforced by the surrounding rubber tube. The latter also affords
a smooth surface for repairing by patches or by solutioning.
6. See Fig. 31. The sixth head relates to improved construction of, and processes
and apparatus for constructing, an improved air bladder tube with separate closed
ends. The object of this improvement in construction is to remedy defects which
experience has shewn to exist with such tubes as at present constructed. The
improved construction is designed to allow of as free expansion at the ends as at the
other parts of the tube, an exact fit of the ends together, and the prevention of one
end overpassing the other. This is in order to obviate the presence of irregular
hollows and cavities before inflation in the tyre between the air bladder tube and
outer casing in the neighbourhood of the tube ends. When these exist, during
inflation some part of the wall of the bladder in the neighbourhood, which happens
to be thinner or more elastic than the rest, springs out in the form of a bubble and
fills the cavity. After further inflation the tube fills out to the full extent and
nips the bubble already formed, the thin expanded wall of which eventually
chafes through.
The ends of my improved bladder tube form two concentric hemispherical
shells of rubber h¹³, preferably of the same thickness as the rest of the bladder
tube . These ends may each be moulded in one piece by pressure between
suitable dies.
The tube is formed as follows:-A ring-shaped mandrel M³ is constructed of two
segments, preferably equal. The divisions form semi-ball and socket joints. A pair
of the hemispherical shells of unvulcanized rubber is put on one joint, one shell
on the ball and the other in the socket. A tube of unvulcanized rubber is formed
on the mandrel, the ends of which cover the edges of the shells. These ends and
edges are solutioned together. The ball and socket with the rubber shells
between are then pressed together and the whole lapped in cloth and vulcanized.
After vulcanizing, a slit is cut, preferably on the inner curve, opposite the

page_text: joint in the mandrel. The mandrel is bent back (into the form of a figure 3)
and each half is in turn withdrawn through the central slit. This slit is then
made up, preferably by an interior patch.
This forms a ring-shaped tube, with one concave and one convex end, level
and smooth on its outer surface, and with a cross slity which is scarcely
perceptible. One end cannot be lapped over the other end during insertion.
The hemispherical ends allow of free expansion, the solutioned and vulcanized
joins are longer and more effective than can be made by bevelling, and there
are no such spaces or cavities as previously referred to.
Similar ends may be made in the form of caps with the tubular parts say about 3
or 4 inches long and these are solutioned upon a tube already vulcanized, being
preferably placed in the interior of the ends.
now
7. See Fig. 33. The seventh head relates to an improved vulcanizing mould for
pneumatic tyres. The usual divided annular moulds for this purpose, as
produced by lathe work, require great labour, are very expensive, and are slow of
production when a quantity is required. I construct a perfectly effective mould for
the purpose in a much simpler and less expensive way. A ring-shaped tube is
formed by rolling, or otherwise bending, a straight metal tube, preferably of cold-
drawn weldless steel, the ends being bevelled off and brazed together, forming a
complete ring. Or two leagths of tube may be rolled into two segments and
fastened together into a complete ring. This ring-shaped metal tube is parted
longitudinally, i.e. circumferentially, on a lathe, through the outer and inner curves,
as nearly as possible in halves. Even if the ring be not true in shape, the parted
surfaces at the edges will, in each half, lie in a true plane. The upper and lower
halves 1 of the main part of the annular mould are preferably of cast iron moulded
hollow, the hollow part in each half being of larger capacity than can be filled by
the half of the split metal tube 2. Three or more stout screws 6 are screwed
through the mould from the outside and project somewhat within the bottom of the
hollow. The half tube 2 is placed within the hollow and the screws are adjusted
until the edges of the tube are level with the edges of the mould, which have
been previously planed true. It is then pinned in place by pins 5 driven through
holes drilled through the bottom of the tube into the supporting screws.
Molten
brass or other suitable metal or alloy is then run in at 3, 3 between the tube
und iron backing, or the space may be filled up by brazing with spelter and
borax. The surplus of the filling metal, if any, is afterwards removed. The
corresponding half of the mould is treated in the same manner. Care is taken
when arranging the bolt heads, for screwing the halves together, that the parted
tube will meet at the same parts which were joined together before being parted
on the lathe.
I am aware of Lee's Specification No. 22966 of 1892 and I do not lay claim to
anything therein claimed so far as the claim depends upon the edges of the tyre
cover being made non-stretchable.
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 improved construction of single tube pneumatic tyres as hereinbefore
described under the first head.
2. The improved single tube pneumatic tyres as set forth with reference to
Figs. 1, 2, 3, 4, 5, and 6 of the accompanying drawings.
3. The improved ring-shaped tyre or outer casing, for covering and enclosing a.
separate pneumatic tube, constructed of cloth proofed by rubber and capable of
transverse expansion and circumferential contraction upon inflation, in the form of
a split or divided tube with one or more free edges so constructed as to overlap
upon itself, or form concentric layers separate from each other, mainly upon the
parts not under the rim, in the manner and for the purposes as hereinbefore
described under the second bead.

page_text: 4. In a pneumatic tyre, an inner pneumatic tube in combination with an outer
cover formed of one two or more rubber filled or covered fabric strips, either
simple or compound, cut on the bias or cross and placed in concentric layers
successively overlapping the inner tube and either separate from each other
throughout, or joined together towards the inner curve of the ring and separate at
one pair of edges and round the outer curve, as set forth under the second head
and illustrated by the accompanying drawings.
5. In a pneumatic tyre, an inflatible pneumatic tube enclosed and surrounded by
an outer casing formed of two fabric-rubber strips, either simple or compound,
overlaid for a short distance near the edges from a toy and joined together on the
rim side, the other parts of the strips being kept separate and overlapped upon
each other at the sides and outer curve, one free edge t¹ being in the interior at
and the other free edge t2 along the exterior at y near the rim, as set forth with
reference to Figs. 9, 11, 12, 13, 15, 16, and 17 of the accompanying drawings.
6. In a pueumatic tyre, an inflatible pneumatic tube enclosed by an outer casing
formed of one fabric-rubber strip wrapped round and round one or more circuits
and part of a circuit in transverse section, so that the inner and outer edges come
under or near to the rim edge, all contiguous surfaces being kept separate,
as set forth with reference to Figs. 10, 19, 20, and 23 of the accompanying
drawings.
7. In a pneumatic tyre, an inflatible pneumatic tube enclosed by an outer casing
formed of two fabric-rubber strips forming two distinct concentric casings partially
overlapping each other, as set forth with reference to Figs. 7, 8, 24, 25, and 26 of
the accompanying drawings.
8. Securing a pneumatic tyre to the rim of the wheel by means of a cloth and
rubber cover embracing the air tube in one or more outwardly overlapping folds 80
that when collapsed it can be opened out to expose the air tube but when inflated
the folds and free edges tightly bind upon each other and the cover contracts around
the rim, as set forth under the second head and illustrated by the accompanying
drawings.
9. The improved pneumatic tyre formed of an inner air tube and an outer
casing in one piece, the casing being adapted to be turned back so as to expose
the air tube and the whole constructed so as to bind together and upon the rim
when inflated, as set forth under the third head and illustrated by Figs. 28
and 30.
10. Securing such like split and divided pneumatic casings as are described
under the 2nd and 3rd heads by a combination of circumferential contraction under
inflation with one or more encircling wires in the edge or edges drawn taut as
described under the second head, and illustrated in one form by Fig. 26.
11. Securing such like split and divided pneumatic casings as are described under
the 2nd and 3rd heads by a combination of circumferential contraction under
inflation with mutual engagement of tyre and rim by means of interlocking parts
maintained in engagement by the air pressure as described under the second head,
and illustrated by Figs. 14, 18, 25, and 28.
12. Securing the outer casing and rim together as illustrated by Fig. 18 by
..cementing casing and rim together in combination with circumferential contraction
and interlocking parts acting under the inflation of an inner air tube, as set
forth.
13. The general combination and arrangement of parts constituting my improved
tyre or outer casing for covering an inner air tube and forming with the rim a
pneumatic tyre for wheels, as set forth with reference to the figures upon Sheets 2
and 3 of the drawings.
14. Securing such like split and divided pneumatic casings as are described under
the 2nd and 3rd heads by constructing the rim with margins each forming a
re-entrant curve projecting within the circular outline of the air chamber, and
throttling an enlarged edge or edges against it by the circumferential contraction

page_text: and by the radial air pressure, as set forth under the 4th head and illustrated by
Figs. 29 and 30.
15. The improved construction of hose pipe tube for containing air under
pressure in a split or divided tyre or outer casing as set forth under the 5th head
and illustrated by Fig. 32.
16. The improved construction of, and processes and apparatus for constructing,
an improved air bladder or tabe with separate closed ends as set forth under the
6th head and illustrated by Fig. 31.
17. A ring-shaped air bladder or tube of rubber formed with separate closed
hemispherical shell ends fitting into each other, as set forth.
18. The improved vulcanizing mould for pneumatic tyres, as set forth under the
7th head and illustrated by Fig. 33.
WM. GOLDING.